本文選題：鋼軌 + 萬能軋制��； 參考：《燕山大學(xué)》2015年碩士論文

【摘要】：為了滿足經(jīng)濟(jì)快速發(fā)展的需要,我國正在快速實(shí)現(xiàn)鐵路運(yùn)輸系統(tǒng)的高速化、重載化。鋼軌作為鐵路系統(tǒng)的基礎(chǔ)設(shè)施,其尺寸精度、性能和強(qiáng)度是制約鐵路運(yùn)行速度的重要因素。目前鋼軌萬能軋制過程的研究主要集中在設(shè)備改造和工藝改進(jìn)上,理論研究也主要依靠有限元軟件進(jìn)行數(shù)值模擬或?qū)嶒?yàn)來完成,這對提高鋼軌性能來說進(jìn)展比較緩慢。隨著鋼軌萬能連軋技術(shù)和自動(dòng)化控制技術(shù)的快速發(fā)展,建立精確的萬能軋制數(shù)學(xué)模型變得越來越重要。本文以簡化后鋼軌三維幾何模型為基礎(chǔ),研究了軌頭和軌底寬展規(guī)律、軌頭和軌底內(nèi)側(cè)變形區(qū)中性線方程及其單位壓力分布規(guī)律,給出了準(zhǔn)確的計(jì)算軌頭和軌底變形區(qū)的單位壓力公式,探討了鋼軌軋制過程中軌頭和軌底的搓軋成形機(jī)理。首先給出鋼軌簡化后的三維幾何模型,推導(dǎo)出萬能軋制過程軌腰變形區(qū)、軌頭及軌底變形區(qū)的面積計(jì)算公式,并且基于秒流量相等規(guī)律推導(dǎo)軌頭內(nèi)側(cè)及軌底內(nèi)側(cè)和水平輥側(cè)面接觸區(qū)的中性線方程(三維曲線),利用MATLAB編程軟件繪圖分析不同壓下系數(shù)組合情況下中性線位置變化。其次,將軌頭和軌底變形區(qū)離散成許多微單元體,研究微單元體上的平衡條件,建立萬能軋制時(shí)軌頭、軌底變形區(qū)的三維近似平衡微分方程式,并得到軌頭、軌底接觸變形區(qū)單位壓力分布公式。在此基礎(chǔ)上利用MATLAB編程軟件繪圖分析不同壓下系數(shù)組合情況下對單位壓力的影響。最后,在DEFORM-3D有限元分析軟件中,建立鋼軌萬能軋制的熱力耦合有限元模擬計(jì)算模型,并進(jìn)行有限元模擬得到鋼軌萬能軋制過程中的各道次的軌頭和軌底內(nèi)側(cè)變形區(qū)單位壓力分布圖以及摩擦力分布圖。通過將理論計(jì)算結(jié)果與數(shù)值模擬結(jié)果進(jìn)行對比可知:理論公式計(jì)算結(jié)果與鋼軌萬能軋制模擬結(jié)果比較接近,可以應(yīng)用于鋼軌實(shí)際生產(chǎn)中計(jì)算軌頭和軌底變形區(qū)單位壓力。通過對軌頭和軌底變形區(qū)摩擦力分析,探討了軌頭和軌底搓軋成形過程。
[Abstract]:In order to meet the needs of rapid economic development, our country is rapidly realizing the high-speed and overloading of railway transportation system.As the infrastructure of railway system, rail size accuracy, performance and strength are important factors that restrict the speed of railway operation.At present, the research of rail universal rolling process is mainly focused on the improvement of equipment and technology, and the theoretical research is mainly completed by the numerical simulation or experiment of finite element software, which is slow to improve the rail performance.With the rapid development of universal continuous rolling technology and automatic control technology, it is more and more important to establish accurate universal rolling mathematical model.Based on the simplified 3D geometric model of rail, this paper studies the law of rail head and rail bottom width, the neutral line equation of rail head and rail bottom inner deformation zone and the distribution law of unit pressure.The formula of unit pressure for calculating the deformation zone of rail head and rail bottom is given, and the forming mechanism of rail head and rail bottom during rail rolling is discussed.Firstly, the simplified 3D geometric model of rail is given, and the calculation formulas of rail waist deformation zone, rail head and rail bottom deformation area are derived.Based on the law of equal flow rate per second, the neutral line equation of the inner side of the guide rail head, the inner side of the rail bottom and the lateral contact area of the horizontal roll is derived (3D curve), and the change of the neutral line position under the different pressure coefficient combination is analyzed by using MATLAB programming software.Secondly, the deformation zone of rail head and rail bottom is discretized into a lot of micro element bodies. The equilibrium conditions on the micro element body are studied, and the three dimensional approximate equilibrium differential equation of rail head and rail bottom deformation zone during universal rolling is established, and the rail head is obtained.The formula of unit pressure distribution in contact deformation zone of rail bottom.On this basis, MATLAB programming software is used to plot and analyze the influence on unit pressure under the condition of different pressure-drop coefficient combination.Finally, in the DEFORM-3D finite element analysis software, the thermal coupling finite element simulation model of universal rail rolling is established.The unit pressure distribution diagram and friction force distribution diagram of rail head and inner deformation zone of rail bottom are obtained by finite element simulation during universal rail rolling.By comparing the theoretical calculation results with the numerical simulation results, it can be seen that the theoretical formula results are close to the results of rail universal rolling simulation, and can be used to calculate the unit pressure of rail head and rail bottom deformation zone in the actual production of rail.Based on the friction analysis of rail head and rail bottom deformation zone, the forming process of rail head and rail bottom is discussed.
【學(xué)位授予單位】：燕山大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：TG335.43

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