Experimental studies of rail grinding modes using a new high-speed electric drive

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Abstract

Introduction. The operation of rail grinding is used in railway transport as a preventive measure for the formation and development of defects of contact and fatigue origin, wave wear and deformation of transverse profile rails. Currently, JSC Kaluga Plant “Remputmash”, together with Siberian State University, is developing a new high-capacity rail train named PHSP 2.0. PHSP 2.0 is 3.5 times more productive than existing analogues. PHSP 2.0 technology is based on high-speed rail grinding, which requires cutting speed up to 100 m/s. The rotation of grinding wheel is controlled by an electric motor. Todaу there is no industrial electric drive capable of implementing the required characteristics (7,000 rpm, 45 kW, 60 H·m). The aim of this work is to study the modes of rail grinding using a new high-speed electric grinding wheel containing a synchronous electric motor with permanent magnets and frequency converter, which feeds motor with an AC voltage with an increased frequency and provides control of the grinding wheel rotation speed. Research methods. In order to obtain results of operation of the new electric drive in conditions as close as possible to real-world operating modes and the possibility of implementing high-speed grinding technology, research tests were carried out on a specially designed rail-welding machine. The measurement of grinding wheel speed was carried out by the laser tachometer “Megeon 18005”; the assessment of metal removal after mechanical processing was carried out by the profiler rail PR-03; the pressure in pneumatic system was measured with pressure transducers of measuring units VDH 100I-DY1,6-111-0.5. Results and discussion. According to research results, new high-speed electric drive was found to have increased performance due to increased performance and ability to adjust speed of grinding wheel, thus providing the necessary removal of rail head metal with a significant increase in the speed of rail train movement.

About the authors

A. S. Ilinykh

Email: asi@stu.ru
ORCID iD: 0000-0002-4234-6216
D.Sc. (Engineering), Associate Professor, Siberian Transport University, 191 Dusy Kovalchuk st., Novosibirsk, 630049, Russian Federation, asi@stu.ru

A. S. Pikalov

Email: pikalov.2023@internet.ru
ORCID iD: 0000-0002-9584-9896
Ph.D. (Engineering), Moscow Center for Infrastructure Technologies JSC "STM", 4B Podkopaevsky pereulok, 109028, Russian Federation, pikalov.2023@internet.ru

V. K. Miloradovich

Email: vmiloradovich@internet.ru
ORCID iD: 0000-0002-8258-5801
Moscow Center for Infrastructure Technologies JSC "STM", 4B Podkopaevsky pereulok, 109028, Russian Federation, vmiloradovich@internet.ru

M. S. Galay

Email: galayms@mail.ru
ORCID iD: 0000-0002-7897-1750
Ph.D. (Engineering), Siberian Transport University, 191 Dusy Kovalchuk st., Novosibirsk, 630049, Russian Federation, galayms@mail.ru

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