中国高速列车车轮多边形磨耗特征分析

王鹏; 陶功权; 杨晓璇; 谢晨希; 李伟; 温泽峰

doi:10.3969/j.issn.0258-2724.20210777

中国高速列车车轮多边形磨耗特征分析

doi: 10.3969/j.issn.0258-2724.20210777

西南交通大学轨道交通运载全国重点实验室，四川成都 610031

基金项目: 国家自然科学基金（1734201, 51805450, 52002342）；中央高校基本科研业务费专项资金（2682020CX52）

详细信息

作者简介:
王鹏（1990―），男，博士研究生，研究方向为轮轨关系，E-mail：15198285012@163.com

通讯作者:
温泽峰（1976―），男，研究员，研究方向为轮轨关系及振动噪声，E-mail：zfwen@swjtu.edu.cn

中图分类号: U270.1
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出版历程
- 收稿日期: 2021-10-12
- 修回日期: 2021-11-23
- 网络出版日期: 2023-01-03
- 刊出日期: 2021-11-25

Analysis of Polygonal Wear Characteristics of Chinese High-Speed Train Wheels

State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, China

摘要

摘要:
车轮失圆问题广泛存在于我国高速列车，对列车乘坐舒适性和运行安全性有显著影响. 从2011年至2020年，测试了12条高铁线路中9种型号高速动车组的车轮不圆度，包括200、250、300、350 km/h 4种运营速度，共3.05万个车轮；对车轮不圆度测试数据进行特征分析，掌握我国高速动车组车轮多边形磨耗的发展规律；分析影响车轮多边形发展的关键因素，包括车辆轴距、轨道结构和研磨子修形. 结果表明：高速动车组车轮存在10～30阶多边形磨耗，多边形波长为90～288 mm，且在100～178 mm波长范围的多边形磨耗最为严重；车辆轴距、扣件类型和环境温度与车轮多边形磨耗形成密切相关，通过改善研磨子和车轮踏面匹配关系，保证踏面横向和圆周处于良好的磨耗状态，使高阶车轮多边形粗糙度水平最大下降60%.
- 高速列车 /
- 车轮 /
- 磨耗 /
- 多边形 /
- 研磨子 /
- 轴距 /
- 扣件刚度
Abstract:
Wheel out-of-roundness (OOR), which is commonly observed on the wheels of Chinese high-speed trains, has a significant influence on the vehicle ride comfort and operation safety. From 2011 to 2020, 30500 wheels of nine types of high-speed trains were selected for tests and the wheel OOR was measured. The tested high-speed trains operated on 12 high-speed railway lines with different operating speeds, including operating speeds of 200, 250, 300, and 350 km/h. The characteristics of the wheel OOR were analyzed to determine the development rules for wheel polygonal wear of high-speed EMUs in China. The key factors that affect the wheel polygon wear were analyzed, including the wheelbase, track structure, and abrasive block. The test results show that the dominant harmonic orders of the wheel polygonal wear range from 10^th to 30^th order. The corresponding wavelengths of the 10^th–30^th-order polygonization are 90–288 mm, with a wheel polygonal wear of 100‒178 mm being the most severe. The analysis of the key factors that affect the wheel polygonal wear shows that the wheelbase, fastening stiffness, and ambient temperature are closely related to the formation of wheel polygonal wear. By improving the matching relationship between the abrasive block and the wheel tread, the transverse and circumferential wear is minimized and the roughness level of the high-order polygonal wear is reduced by 60% at most.
- high-speed train /
- wheels /
- wear /
- polygon /
- abrasive block /
- wheelbase /
- fastening stiffness

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图 1 车轮多边形磨耗照片

Figure 1. Polygonal wheel wear photo

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图 2 车轮失圆阶次表示

Figure 2. Wheel OOR described in the harmonic order levels

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图 3 A厂列车车轮多边形磨耗阶次

Figure 3. Harmonic order levels of wheel polygonal wear for manufacturer A

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图 4 A厂列车车轮典型多边形磨耗

Figure 4. Typical wheel polygonal wear for manufacturer A

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图 5 B厂列车车轮多边形磨耗阶次

Figure 5. Harmonic order levels of wheel polygonal wear for manufacturer B

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图 6 B厂车轮典型多边形磨耗

Figure 6. Typical wheel polygonal wear for manufacturer B

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图 7 高速动车组多边形磨耗特征

Figure 7. Wheel polygonal wear characteristic of high-speed EMU

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图 8 车轮径跳

Figure 8. Radial run-out of wheels

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图 9 不同线路条件下轨头垂向敲击垂向响应

Figure 9. Vertical frequency response function of railhead vertical excitation from impact hammer test with different railway lines

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图 10 多边形磨耗的极坐标表示

Figure 10. Polar-coordinate system of wheel OOR

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图 12 车轮踏面不同横向位置圆周磨耗

Figure 12. OOR wear at different transverse positions of wheel tread

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图 11 研磨子对车轮多边形磨耗影响

Figure 11. Influence of the abrasive block on roughness level of wheel OOR

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图 13 车轮踏面外形

Figure 13. Wheel tread profile

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表 1 高速动车组车轮不圆测试信息

Table 1. Measurement information of wheel OOR of high-speed EMUs

厂家	车型	设计速度/ （km·h⁻¹）	车轮初始直径/mm	运行线路	列次/列	测试车轮数/个
A	A1	200	860	兰州—乌鲁木齐	16	4122
	A2	250	860	大同—西安、贵阳—广州、南宁—广州、南昌—福州	130	4080
	A3	250	920	成都—贵阳	2	1608
	A4	300	860	大同—西安、北京—广州	53	6088
B	B1	200	890	兰州—乌鲁木齐	40	1800
	B2	250	860	大同—西安、上海—昆明	2	440
	B3	300	920	武汉—广州、北京—广州、北京—上海	502	8456
	B4	300	920	哈尔滨—大连	78	1902
	B5	350	920	大同—西安、郑州—徐州、北京—广州、北京—上海、北京—天津	12	2004

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表 2 A厂列车车轮多边形磨耗波长

Table 2. Wavelengths of wheel polygonal wear for manufacturer A

车型	直径/mm	主要阶次/阶	波长/mm
A1	860	26～28	96～102
A2	860	14 22～24 29～30	192 112～122 90～92
A3	920	15 22～26	192 111～131
A4	860	10 17	250 150

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表 3 B厂列车车轮多边形磨耗波长

Table 3. Wavelengths of wheel polygonal wear for manufacturer B

车型	直径/mm	主要阶次	波长/mm
B1	890	14～16 22～28	174～200 100～126
B2	860	14 22～24	192 112～122
B3	920	12 18～20	240 143～160
B4	920	21～23	124～136
B5	920	10 16～17	288 167～178

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表 4 2种轴距下多边形磨耗对比

Table 4. Comparison of wheel polygonal wear under two wheelbases

轴距/m	车型	阶次	波长/mm	频率/Hz
2.5	A1～A4、 B2～B5	10～15	192、 240～288	330～354
		16～30	90～178	520～613
		21～23	124～136	613～672
2.7	B1	14～16	174～200	266～306
2.7	B1	21～28	100～126	423～533

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表 5 高铁线路调查结果

Table 5. Investigation results for high-speed railway lines

线路	主要运行车型	轨道板类型	扣件类型	扣件间距/mm	扣件刚度/（kN·mm⁻¹）	频响主要频率/Hz
大西线	A2、A4、B2、B5	CRTS Ⅰ	WJ-8	629	20～40
贵广线	A2	CRTS Ⅰ	WJ-8	629	20～40	165
成贵线	A3	CRTS Ⅰ/CRTS Ⅲ	WJ-8	629	20～40	203
京广线	A4、B3、B5	CRTS Ⅰ	WJ-8/Vossloh 300	650	20～40	142
京沪线	B3、B5	CRTS Ⅱ	WJ-8/Vossloh 300	650	20～40	120
兰新线	A1、B1	CRTS Ⅰ	Vossloh	650	20～40	160
沪昆线	B2	CRTS Ⅰ	WJ-8	650	20～40	155
哈大线	B4	CRTS Ⅰ	WJ-7	629	30～40	252

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