Mechanisms and Countermeasures of Out-of-Roundness Wear on Railway Vehicle Wheels
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摘要: 高速铁路在我国迅速的发展，显著改善了人民的出行方式和质量，大幅度缩短了出行周期，充分提高了工作效率.我国的高速铁路网已成为"国民经济建设高速发展的大动脉"，但运营中的高速列车车轮因连续磨耗和定期的镟修，轮径不断缩小且在缩小的不同阶段发生不同程度的非圆化磨损现象，某些阶段还十分严重.列车车轮非圆化磨耗会使轮轨间作用力显著增大，导致铁路车辆和轨道产生强烈的振动和噪声，影响车辆的运行品质、旅客乘坐舒适度和车辆-轨道系统零部件的使用寿命，严重时将会威胁到行车安全.车轮各类非圆化磨耗类型，主要分为局部非圆化磨耗和全周非圆化磨耗，其中局部非圆化磨耗主要包括扁疤、剥离、脱层、塌陷等局部异常磨耗，全周非圆化磨耗主要为车轮多边形磨耗.近几年，在我国各类型高速动车组列车上均发现车轮多边形磨损，在车轮全寿命周期内的不同轮径情况下，多边形磨损的边数（波长）和发展速度不同，已经越来越受到行业内相关研究人员的重视.文章详细地综述了国内外对铁路车辆车轮非圆化磨耗的研究历史和现状，涉及到相关研究文献75篇，对车轮非圆化磨耗的研究主要分为3个方面：（1）车轮非圆化磨耗对车辆/轨道系统动力学行为、车辆噪声的影响研究，大量研究表明车轮非圆化幅值、波长、车速和轴重等因素对车辆/轨道系统动力学行为和车辆噪声均有显著的影响.（2）列车车轮非圆化磨耗发展规律研究和列车车轮多边形磨耗机理研究.车轮多边形磨耗产生的根源在于转向架系统的高频柔性共振，系统的共振频率、列车速度和车轮的周长在满足一定的条件下，车轮多边形磨耗发展速率较高，轮轨滚动接触界面严重的不平顺激励，将促使多边形磨损萌生和发展.到目前为止，对于车轮多边形磨耗发生和发展的机理，国内外仍众说纷纭，未达成共识，尚待开展进一步的研究工作.（3）列车车轮非圆化磨耗检测技术相关研究.最后，对该领域今后的研究方向进行了展望：发展车辆轨道刚柔耦合动力学模型再现车轮多边形演化过程，多边形形成的机理；通过改变运营方式来抑制多边形发展速率；研究车轮智能踏面修形器来消除或抑制车轮多边形的发展.Abstract: The rapid development of high-speed railway in China has significantly improved travel, and thus, people's quality of life. Travel times have been greatly shortened and work efficiency has improved considerably. China's high-speed railway network is becoming a "great artery for the rapid development of national economy". However, the wheel diameter of the high-speed trains in operation continues to decrease due to abrasion and reprofiling. At various stages of diameter reduction, varying degrees of polygonal wear occur. At some stages, polygonal wear is severe and significantly increases the forces between the wheel and rail, resulting in strong vibration and noise in railway vehicles and tracks. This problem affects the quality of the train operation, passenger comfort, and the service life of the vehicle and track components. Serious so-called out-of-roundness wear can even threaten the operational safety of a train. In this paper, the types of out-of-roundness wear are introduced. They are mainly divided into two types:local out-of-roundness wear and out-of-roundness wear along with the entire rolling circle of the wheel. Local out-of-roundness wear includes wheel flats, spalling, shelling, squatting, and other local defects. Polygonal wear, which is commonly observed on the wheels of various recent high-speed trains, is another type of out-of-roundness wear. In the lifecycle of a wheel, its diameter decreases due to wear and reprofiling, and the order (or wavelength) and speed at which polygonal wear occur differ. In this paper, the state of the art of out-of-roundness wear in railway vehicle wheels is reviewed in detail, examining a total of 75 papers. The review analysis shows that research on noncircular wheel abrasion can generally be divided based on the following aspects. (1) The effect of out-of-roundness wear on the dynamic behaviour of the vehicle/track system and vehicle noise:these studies show that the amplitude and wavelength of polygonal wear, vehicle operation speed, and axle weight significantly influence the dynamic behaviour of the coupled vehicle/track system and vehicle noise. (2) The mechanism and development rules of out-of-roundness wear, and detection techniques:to date, there has been no consensus on the mechanisms of polygonal wear in wheels and its development, and further research is pending. However, the likely origin of polygonal wear is the high-frequency flexible resonance of the bogie system, which occurs under fierce excitation of wheel and rail irregularities. High-order polygonal wear develops quickly if the operation speed of the train, excited high-frequency flexible resonance frequency, and wheel circumference satisfy a specific condition. (3) Detection techniques for out-of-roundness wear. Finally, future research in the field is forecasted, including the development of a model of railway vehicle/track rigid-flexible coupling dynamics to reproduce the initiation and development of out-of-roundness wear and further clarify the mechanism of polygonal wear, measures for suppressing out-of-roundness wear through changing commercial operation condition, and building intelligent wheel-roundness modification devices to suppress and remove out-of-roundness wear on wheels.
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图 10 车轮多边形测试结果(镟修前)
Figure 10. Measurements of the out-of-roundness wear of wheelsets (before reprofiling)
图 12 车轮磨耗测试结果(第3阶段试验)
Figure 12. Measurements of the out-of-roundness wear of wheelsets (third-stage test)
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