实测轮轨蠕滑曲线对钢轨磨耗影响分析

王平; 宋娟; 杨春凯; 安博洋; 陈嵘

doi:10.3969/j.issn.0258-2724.20220392

实测轮轨蠕滑曲线对钢轨磨耗影响分析

doi: 10.3969/j.issn.0258-2724.20220392

王平^{1, 2,},
宋娟^{1, 2},
杨春凯^{1, 2},
安博洋^{1, 2},
陈嵘^{1, 2}

1.
西南交通大学高速铁路线路工程教育部重点实验室，四川成都 610031
2.
西南交通大学土木工程学院，四川成都 610031

基金项目: 国家自然科学基金项目（52108418，U1934214）；中央高校基本科研业务费（2682021CX016）；四川省杰出青年科技人才项目（2020JDJQ0033）

详细信息

作者简介:
王平（1969—），男，教授，博士，研究方向为道路与铁道工程，E-mail：wping@home.swjtu.edu.cn

中图分类号: U211.5
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- 文章访问数: 244
- HTML全文浏览量: 178
- PDF下载量: 77
- 被引次数: 0
出版历程
- 收稿日期: 2022-05-31
- 修回日期: 2022-08-22
- 网络出版日期: 2023-11-18
- 刊出日期: 2022-08-29

Effect of Measured Wheel-Rail Creep Curves on Rail Wear

WANG Ping^{1, 2
,},
SONG Juan^{1, 2},
YANG Chunkai^{1, 2},
AN Boyang^{1, 2},
CHEN Rong^{1, 2}

1.
MOE Key Laboratory of High-Speed Railway Engineering, Southwest Jiaotong University, Chengdu 610031, China
2.
School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, China

摘要

摘要:
轮轨蠕滑曲线会影响轮轨动态相互作用，进而影响钢轨磨耗，为研究实测轮轨蠕滑曲线对钢轨磨耗的影响，首先，基于最小二乘法获得适用于Polach模型和修改FASTSIM算法的参数，模拟40～400 km/h行车速度范围内的实测蠕滑曲线；随后，在SIMPACK软件中建立车辆系统动力学模型，并通过Polach模型测得实测蠕滑曲线；最后，采用Kik-Piotrowski模型和修改的FASTSIM算法进行轮轨非赫兹滚动接触计算，并结合USFD磨耗模型预测钢轨磨耗，对比了理想与实测蠕滑曲线条件下钢轨磨耗的差异. 研究表明：理想蠕滑曲线条件下钢轨磨耗深度明显大于实测蠕滑曲线下的结果，随着车辆通过次数的增加，理想条件下钢轨磨耗分布范围更大，内外轨磨耗分布范围分别为实测蠕滑曲线的1.5倍和1.3倍；摩擦系数和磨耗率显著影响钢轨磨耗大小及磨耗分布情况，故在车辆动力学仿真和钢轨磨耗计算中有必要考虑实测轮轨蠕滑曲线；形成了确定实测蠕滑曲线参数的前处理程序，可服务于车辆动力学仿真和钢轨磨耗计算，可以有效指导现场进行钢轨打磨等养护维修工作.
- 蠕滑曲线 /
- 数值模拟 /
- 车辆系统动力学模型 /
- 钢轨磨耗 /
- 接触斑
Abstract:
The wheel-rail creep curve influences dynamic wheel-rail interaction, which further affects rail wear. To study the effect of the measured wheel-rail creep curve on rail wear, parameters suitable for the Polach model and modified FASTSIM algorithm were obtained based on the least square method, and measured creep curves at the running speed of 40–400 km/h of the vehicle were simulated. After that, the vehicle system dynamics model was established in the SIMPACK, and measured creep curves were considered through the Polach model. Finally, the Kik-Piotrowski model and modified FASTSIM algorithm were used to calculate the non-Hertzian rolling contact, and rail wear was predicted by the USFD model. The discrepancies of rail wear under ideal and measured creep curves were compared. The research shows that the rail wear depth under the ideal creep curve is more obvious than that under the measured creep curve. As more vehicles pass the rail, the rail wear distribution range under ideal conditions is larger, and the distribution ranges of inner and outer rail are respectively 1.5 and 1.3 times those under the measured creep curve; the friction coefficient and wear rate significantly influence the magnitude and distribution range of rail wear, so it is necessary to consider the measured wheel-rail creep curve in vehicle dynamics simulation and rail wear calculation. A pre-processing program is developed to determine parameters of the measured creep curve, which can serve for vehicle dynamics simulation and rail wear calculation and effectively guide maintenance work such as rail grinding.
- creep curve /
- numerical simulation /
- vehicle system dynamics model /
- rail wear /
- contact patch

HTML全文

图 1 计算流程

Figure 1. Calculation flow chart

下载: 全尺寸图片幻灯片

图 2 修改的FASTSIM算法拟合实测轮轨蠕滑曲线

Figure 2. Measured wheel-rail creep curves fitted by modified FASTSIM algorithm

下载: 全尺寸图片幻灯片

图 3 不同蠕滑曲线下通过新轨后钢轨磨耗深度分布

Figure 3. Rail wear depth distribution with vehicles passing new rail under different creep curves

下载: 全尺寸图片幻灯片

图 4 不同蠕滑曲线下第5次廓形更新后钢轨磨耗深度分布

Figure 4. Rail wear depth distribution after the fifth profile update under different creep curves

下载: 全尺寸图片幻灯片

图 5 外轨侧接触斑黏滑分布及切向应力分布

Figure 5. Stick-slip distribution and tangential stress distribution of outer rail contact patch

下载: 全尺寸图片幻灯片

图 6 不同摩擦系数下通过新轨后钢轨磨耗深度分布

Figure 6. Rail wear depth distribution with vehicles passing new rail under different friction coefficients

下载: 全尺寸图片幻灯片

图 7 不同摩擦系数下5次廓形更新后的钢轨磨耗深度分布

Figure 7. Rail wear depth distribution after the fifth profile update under different friction coefficients

下载: 全尺寸图片幻灯片

图 8 外轨侧接触斑黏滑分布及切向应力分布

Figure 8. Stick-slip distribution and tangential stress distribution of outer rail contact patch

下载: 全尺寸图片幻灯片

图 9 不同磨耗率下5次廓形更新后的钢轨磨耗深度分布

Figure 9. Rail wear depth distribution after the fifth profile update under different wear rates

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表 1 修改的FASTSIM算法参数

Table 1. Modified FASTSIM algorithm parameters

速度 V/（km·h⁻¹） k₀ μ₀ A B

40 0.85 0.340 0.46 27.00
160 0.47 0.120 0.38 5.15
200 0.39 0.075 0.31 4.40
300 0.32 0.056 0.16 1.90
400 0.27 0.050 0.16 1.70

下载: 导出CSV

表 2 Polach模型参数表

Table 2. Polach model parameters

V/（km·h⁻¹） k_A k_S μ₀ A B
40 0.80 0.44 0.74 0.23 40.0
160 0.50 0.14 0.32 0.16 7.8
200 0.47 0.13 0.19 0.14 7.6
300 0.37 0.11 0.13 0.12 4.0
400 0.24 0.10 0.10 0.08 2.5

下载: 导出CSV

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