Experimental Study on Temperature Distribution of Wheel Tread under Continuous Braking on Super-Long Large Ramp
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摘要:
为探究持续制动条件对车轮踏面最大温度及温差的影响，明确车轮热负荷特性，以闸瓦-车轮踏面摩擦副为研究对象，基于1∶1 制动试验台开展超长大坡道持续制动试验；通过改变制动压力、制动速度及制动持续时间3个关键参数，分析制动过程中踏面温度的分布规律. 结果表明：制动速度由40 km/h增至70 km/h时，在制动0～
1200 、1200 ～2400 、2400 ～3600 s 3个阶段，各阶段的最高温度分别升高97%、118%和86%，最大温差分别增大113%、150%和128%，增加制动速度对前2个阶段的温差增幅影响大，制动初始摩擦面温度较低，闸瓦接触区域耐磨而不容易增加接触面积；在制动速度70 km/h条件下，制动压力由3 kN增至7 kN时，踏面最高温度由321 ℃增至436 ℃，增幅为36%，增加制动压力提高了摩擦功率，放大了局部接触状态对摩擦温度的影响，进而加剧踏面温度分布不均；在制动压力3 kN条件下，速度由40 km/h增至70 km/h，踏面最高温度由176 ℃增至328 ℃，增幅为86%，增加制动速度在提升制动能量的同时增大了制动功率，导致高温区域大幅扩展. 本文所研究内容对于机车车辆在超长大下坡道踏面制动性能的分析及运行方案的研究具有一定借鉴意义.Abstract:To investigate the effects of continuous braking conditions on the maximum temperature and temperature difference of wheel tread and clarify thermal load characteristics of the wheel, continuous braking tests on the super-long large ramp were conducted on a 1∶1 brake test bench, with the friction pair of brake shoe and wheel tread taken as the research object. The distribution pattern of tread temperature during braking was analyzed by changing three key parameters: braking pressure, speed, and duration. Results demonstrate that when the braking speed increases from 40 km/h to 70 km/h, the maximum temperature during the three braking phases (0–1 200 s, 1 200–2 400 s, and 2 400–3 600 s) increases by 97%, 118%, and 86%, respectively, and the maximum temperature difference rises by 113%, 150%, and 128%, respectively. The increase in braking speed exerts a greater influence on temperature difference during the first two stages, which is attributable to the lower temperature of the initial friction surface and the wear-resistant properties of brake shoe contact areas that constrain expansion of contact areas. At a braking speed of 70 km/h, when the braking pressure increases from 3 kN to 7 kN, the maximum tread temperature increases from 321 ℃ to 436 ℃, representing a 36% increase. The increase in the braking pressure enhances the friction power and amplifies the effect of local contact on the friction temperature, which further exacerbates the uneven distribution of tread temperature. Under the braking pressure of 3 kN, augmentation of speed from 40 km/h to 70 km/h increases the maximum tread temperature from 176 ℃ to 328 ℃, representing an 86% increase. Increasing the braking speed can boost braking energy and increase braking power, which significantly expands the high-temperature regions. This study can provide a reference for analyzing the tread braking performance and developing operational strategies of rolling stock under super-long large ramps.
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Key words:
- braking /
- thermal load /
- temperature distribution /
- friction /
- abrasion
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图 3 踏面温度分布在制动过程中的变化情况 （7 kN，70 km/h，40 min）
Figure 3. Changes in tread temperature distribution during braking （7 kN, 70 km/h, and 40 min）
图 4 制动速度对踏面温差在制动过程中的影响（3 kN，60 min）
Figure 4. Effect of braking speed on tread temperature difference during braking （3 kN, 60 min）
图 5 峰值时刻踏面温度分布随制动压力的变化情况 （70 km/h，40 min）
Figure 5. Changes in tread temperature distribution with braking pressure at peak temperature time （70 km/h, 40 min）
图 6 峰值时刻踏面温度分布随制动速度的变化情况 （3 kN，60 min）
Figure 6. Changes in tread temperature distribution with braking speed at peak temperature time （3 kN, 60 min）
图 7 不同制动压力下，踏面温度轴向分布及波动情况（40 km/h，60 min）
Figure 7. Tread temperature in axial direction and fluctuation of tread temperature under different braking pressures （40 km/h, 60 min）
图 8 不同制动速度下，踏面温度轴向分布的变化情况（5 kN，40 min） 不同制动阶段踏面温度的波动情况 （d） 3 kN；（e） 5 kN; （f） 7 kN
Figure 8. Evolution of tread temperature in axial direction under different braking speeds （5 kN, 40 min; （a） 40 km/h; （b） 60 km/h; （c） 70 km/h） and fluctuation of tread temperature at different braking stages （d） 3 kN; （e） 5 kN; （f） 7 kN）
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