电气化铁路受电弓/接触线摩擦磨损性能及电特性研究
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摘要
电气化铁路机车的驱动功率约为8000～10000 kW,通过一个受电弓与接触线的滑动接触将其传递到行驶的列车。受电弓/接触线系统由于工作条件恶劣,运行过程中的拉弧与温升导致受电弓滑板和接触线材料磨损严重。弓网系统的使用寿命主要由受电弓滑板和接触线材料的磨损寿命决定。我国电气化铁路机车的受电弓滑板基本依赖进口,消耗巨大。进口受电弓滑板材料的磨损寿命也很低,只有8-10万公里/根。因此,开展受电弓滑板/接触线摩擦磨损性能及电特性的研究能够对国产机车受电弓滑板材料的开发和选用提供重要的指导和理论依据。
在交、直流载流摩擦磨损试验机上,以电气化铁路常用的受电弓滑板/接触线材料为摩擦副进行模拟试验。研究几种受电弓滑板/接触线材料在不同的支撑刚度、法向载荷、速度、电流下的滑动摩擦磨损性能；并探讨接触刚度和法向载荷对受电弓滑板/接触线电接触性能的影响。通过观测试验过程中温度变化及放电现象,探寻弓/网系统中拉弧现象的产生机理及放电强度的影响因数,并系统地研究了接触副温度和放电强度对受电弓滑板/接触线材料摩擦磨损性能的影响。采用显微硬度仪、温度测量仪、数码相机、表面轮廓仪、扫描电子显微镜、电子能谱仪等分析手段,有效地观测了接触副温度升高和离线电弧的发生,并系统地研究了受电弓滑板/接触线材料的滑动摩擦磨损性能。获得的主要结论如下：
1.当接触刚度k=19000 N/m和法向载荷Fn=160 N时,接触副的放电强度和放电频率得到抑制。销试样磨损率、磨损表面粗糙度和表面损伤都明显减弱；且接触副的摩擦系数稳定。适当接触刚度和法向载荷减轻了受电弓滑板/接触线高速滑动过程中的振动和撞击,它们良好接触使得接触副的离线几率和放电强度减弱,从而减小电弧烧蚀对接触副材料的损伤。因此,适宜的接触压力和支撑刚度能使受电弓滑板/接触线保持良好的接触、延长受电弓滑板/接触线材料使用寿命,又能保证机车的稳定受流、保障列车的稳定运行。
2.采用电弧照片来研究试验过程中的放电强度。采用电路中的平均电流和电流损耗率来评价接触电路受流质量的好坏。平均电流越大,电流损耗率越小,电路中受流质量越好,反之亦然。
3.在电滑动摩擦过程中,出现火花放电和电弧放电两种现象。当接触副发生离线时,接触副间的气体被击穿形成放电,其极性、接触面积和材料特性是造成不同放电现象的主要原因。放电强度随着电流和滑动速度的增加而增大,随着法向载荷的增加而减弱,随着弹簧刚度的增加而先减弱后增强。摩擦热、电流热和电弧热导致了接触副温度升高。无电流时,摩擦副表面温升很低,仅为38℃,通入电流后摩擦副温升显著增加,电流为I=50 A时,接触副温度达到110℃。
4.摩擦系数随着温度的升高先增加,后快速减小,最后趋向稳定；而随着放电强度的增加而稍微增大；温度比电弧放电对摩擦系数的影响更明显。碳滑板磨损量随着接触副温度的增加缓慢增大,而磨损量随着放电强度的增加而呈线性增大；电弧放电比温度对碳滑板磨损量的影响更为显著。无电弧放电时,接触副的主要磨损机制是温升引起的粘着磨损、氧化磨损和剥层磨损；有电弧放电时,接触副的主要磨损机制是电弧放电引起的电弧烧蚀、氧化磨损和粘着磨损；在电滑动摩擦磨损的过程中,也发生了磨粒磨损和材料的转移。在弓/网系统中,应采用降温措施来减小接触副材料的热磨损。尤其是尽量减少离线拉弧现象,避免电弧烧蚀对材料的损伤,延长接触副材料的使用寿命。
5.纯碳滑板/铜接触线在交流高速下摩擦系数为0.24-0.35,有电流时的摩擦系数明显低于无电流时的摩擦系数。无电流时碳滑板磨损率很低,且磨损面积、磨痕深度及表面粗糙度很小；有电流时碳滑板磨损率为无电流时磨损率的10倍,磨损面积和磨痕深度显著增加,表面粗糙度为无电流时的2-3倍,且磨损表面渭动方向上出现电弧烧蚀的黑色流线。滑动速度、法向载荷对受电弓滑板材料磨损性能影响较小,电流作用引起的高温磨损和电弧烧蚀磨损是造成碳滑板磨损加剧的主要因素。纯碳滑板/铜接触线在交流高速下磨损机制呈现为磨粒磨损、电弧烧蚀和氧化磨损,并伴随着材料的转移。
6.浸金属碳/不锈钢、纯碳/纯铜配副对磨时,接触副的摩擦系数稳定且较小,磨损量也较低,符合受电弓滑板/接触线配副的选择要求。而浸金属碳/纯铜接触副的摩擦系数较大,磨损量较高,且运行过程中发生粘着、并发出异常的噪声。对于弓网系统,受电弓滑板、接触线配对使用时要尽量避免电弧放电、尖叫和粘着现象,以免造成受电弓滑板/接触线材料磨损的加剧和影响周围的环境。
Nowadays, the driving power of the electric railway locomotive has been up to 8000～10000 kW, which is transmitted to the running train through the pantograph strip rubbing against the contact line. The pantograph strip/contact wire system works in such a poor condition that wear of the pantograph strip and contact wire materials is severe due to discharge and temperature. The service life of pantograph/catenary system mainly depends on the wear life of the pantograph strip and contact wire materials. In China, most of the pantograph strips of electrified railway locomotive need to be imported from foreign countries. Therefore, the running and maintenance costs are very expensive. The wear life of imported pantograph strips is also very short, only 8-10×104 km/piece. Therefore, the study on friction and wear properties and electrical characteristics of pantograph strip/contact wire couples can provide important guidance and theoretical basis for development and selection of pantograph strip materials in domestic electric locomotive.
The pantograph strip/contact wire materials as the contact couples, which is commonly used in the electrified railway, has been tested simulatively on AC and DC friction and wear testers. In this paper, sliding friction and wear properties of several pantograph strip/contact wire materials are studied under different support stiffness, normal load, sliding speed and electric current. And the effects of the support stiffness and the normal load on the electrical contact performance of pantograph strip/contact wire couples are discussed in the same conditions. By observing the temperature change and arc discharge during testing, the mechanism for arc discharge and the main factors affecting arc discharge intensity in the pantogragh/catenary system are explored in the paper. The effects of the temperature and the arc discharge intensity of the contact couple on the friction and wear performance of the pantograph strip/contact wire couple are systematically studied. By use of micro-hardness tester, temperature controller, digital cameras, surface profiler, scanning electron microscopy and energy dispersive X-ray apparatus, and so on, the temperature rise of contact couple and the occurrence of off-line arc discharge were observed effectively, and friction and wear behaviors of pantograph strip/contact wire materials were studied. The main conclusions obtained are as follows:
1. When the support stiffness k=19 000 N/m and the normal load Fn=160 N, the intensity and the frequency of arc discharge between the contact couple are suppressed. The wear rate of pin sample, the worn surface roughness and the surface damage are significantly decreased. The friction coefficient is stable. The appropriate support stiffness and normal load reduce the vibration and shock of the pantograph strip/contact wire during the high-speed sliding process. Their good contact makes off-line probability and arc discharge intensity of contact couple be controlled. Therefore, materials damage of the contact couple due to arc ablation is reduced. Then the appropriate contact force and support stiffness can keep a good contact of pantograph strip/contact wire extend the service life of pantograph strip/contact wire contact material, ensure a stable current-receiving condition of the locomotive and the stable running for the train.
2. The intensity of arc discharge is studied by arc picture during testing. The current-receiving quality of the pantograph strip/contact wire system is measured according to the average current and the current loss rate in the circuit. The greater average current, the smaller the electric current loss is and the better the current-receiving quality of the circuit is, and vice versa.
3. Spark discharge and arc discharge occurred in the process of electric sliding friction. When the contact couple is off-line, arc and spark discharge appears because of the breakdown of gas between the contact couple. The different discharge phenomena are mainly caused by its polarity, the contact area and material properties. Discharge intensity increases with increasing electric current and sliding speed, decreases with increasing normal load. It increases firstly and then decreases with increasing spring stiffness. Frictional heat, Joule heat and arc heat lead to temperature rise of contact couple. The temperature rise of the friction surfaces is very low, only 38℃in the absence of electric current. After the electric current is added, the contact temperature increases rapidly. The temperature of the contact couple is up to about 110℃when the electric current is 50 A.
4. The friction coefficient firstly increases with increasing contact temperature, then decreases rapidly, and finally stabilizes. But the friction coefficient increases slightly with increasing arc discharge intensity. The effect of contact temperature on friction coefficient is more significant than that for the arc discharge. The wear volume of carbon strip increases slowly with increasing contact temperature, and increases linearly with increasing discharge intensity. The arc discharge has more significant effect on the friction coefficient than the temperature rise. The wear volume of carbon strip increases slowly with increasing contact temperature, and increases linearly with increasing discharge intensity. The arc discharge has more significant effect on the wear volume of carbon strip than the temperature rise. The main wear mechanisms without arc discharge include adhesive wear, oxidation wear, which is mainly caused by the temperature rise. The major wear mechanisms during arc discharge are arc erosion, oxidation wear and adhesive wear, which are caused by arc discharge. Abrasive wear and material transfer take place in the process of sliding friction and wear. Therefore, cooling measures should be applied in pantograph/catenary systems to reduce the thermal wear of contact couple materials. Especially, off-line arc discharge of the contact couple should be suppressed to the maximum extent to avoid the damage of material caused by arc erosion, so as to extend the service life of pantograph strip.
5. The friction coefficient of the pure carbon strip rubbing against copper contact wire is kept at 0.24～0.35 under AC and high speed. The friction coefficient with electric current is much lower than that without electric current. In the case, the wear rate of carbon strip is characterized by a small area, a shallow depth of worn track and a minimum surface roughness. The wear rate of carbon strip with electric current is nearly 10 times as many as without electric current. The worn area and the depth of worn track significantly increase. In addition, the surface roughness under electric current is 2 to 3 times of the surface roughness without electric current. And in the sliding direction, the black stream-line due to arc ablation appears on the worn surface. The sliding velocity and the normal load have a slight influence on the wear volume of the pantograph strip material, and high temperature wear and arc erosion caused by electric current are the major factors affecting carbon strip wear. The wear mechanisms of pure carbon strip rubbing against copper contact wire are abrasive wear, arc erosion and oxidation wear, accompanied by material transfer.
6. In the conditions of copper-impregnated metal carbon rubbing against stainless steel and the pure carbon rubbing against pure copper, the friction coefficient is stable and low. The wear volume is also small. These friction couples are appropriate for pantograph strip/contact wire couple. However, the friction coefficient and the wear volume of copper-impregnated metal carbon rubbing against copper couple are greater than those of former two couples. Adhesion and squeal noise occur in the process of sliding friction. For the pantogragh/catenary system, arc discharge, screaming and adhesion should be avoided in the process of pantograph strip rubbing against contact line to decrease wear volume of pantograph strip/contact wire materials and control surroundings noise.
在交、直流载流摩擦磨损试验机上,以电气化铁路常用的受电弓滑板/接触线材料为摩擦副进行模拟试验。研究几种受电弓滑板/接触线材料在不同的支撑刚度、法向载荷、速度、电流下的滑动摩擦磨损性能；并探讨接触刚度和法向载荷对受电弓滑板/接触线电接触性能的影响。通过观测试验过程中温度变化及放电现象,探寻弓/网系统中拉弧现象的产生机理及放电强度的影响因数,并系统地研究了接触副温度和放电强度对受电弓滑板/接触线材料摩擦磨损性能的影响。采用显微硬度仪、温度测量仪、数码相机、表面轮廓仪、扫描电子显微镜、电子能谱仪等分析手段,有效地观测了接触副温度升高和离线电弧的发生,并系统地研究了受电弓滑板/接触线材料的滑动摩擦磨损性能。获得的主要结论如下：
1.当接触刚度k=19000 N/m和法向载荷Fn=160 N时,接触副的放电强度和放电频率得到抑制。销试样磨损率、磨损表面粗糙度和表面损伤都明显减弱；且接触副的摩擦系数稳定。适当接触刚度和法向载荷减轻了受电弓滑板/接触线高速滑动过程中的振动和撞击,它们良好接触使得接触副的离线几率和放电强度减弱,从而减小电弧烧蚀对接触副材料的损伤。因此,适宜的接触压力和支撑刚度能使受电弓滑板/接触线保持良好的接触、延长受电弓滑板/接触线材料使用寿命,又能保证机车的稳定受流、保障列车的稳定运行。
2.采用电弧照片来研究试验过程中的放电强度。采用电路中的平均电流和电流损耗率来评价接触电路受流质量的好坏。平均电流越大,电流损耗率越小,电路中受流质量越好,反之亦然。
3.在电滑动摩擦过程中,出现火花放电和电弧放电两种现象。当接触副发生离线时,接触副间的气体被击穿形成放电,其极性、接触面积和材料特性是造成不同放电现象的主要原因。放电强度随着电流和滑动速度的增加而增大,随着法向载荷的增加而减弱,随着弹簧刚度的增加而先减弱后增强。摩擦热、电流热和电弧热导致了接触副温度升高。无电流时,摩擦副表面温升很低,仅为38℃,通入电流后摩擦副温升显著增加,电流为I=50 A时,接触副温度达到110℃。
4.摩擦系数随着温度的升高先增加,后快速减小,最后趋向稳定；而随着放电强度的增加而稍微增大；温度比电弧放电对摩擦系数的影响更明显。碳滑板磨损量随着接触副温度的增加缓慢增大,而磨损量随着放电强度的增加而呈线性增大；电弧放电比温度对碳滑板磨损量的影响更为显著。无电弧放电时,接触副的主要磨损机制是温升引起的粘着磨损、氧化磨损和剥层磨损；有电弧放电时,接触副的主要磨损机制是电弧放电引起的电弧烧蚀、氧化磨损和粘着磨损；在电滑动摩擦磨损的过程中,也发生了磨粒磨损和材料的转移。在弓/网系统中,应采用降温措施来减小接触副材料的热磨损。尤其是尽量减少离线拉弧现象,避免电弧烧蚀对材料的损伤,延长接触副材料的使用寿命。
5.纯碳滑板/铜接触线在交流高速下摩擦系数为0.24-0.35,有电流时的摩擦系数明显低于无电流时的摩擦系数。无电流时碳滑板磨损率很低,且磨损面积、磨痕深度及表面粗糙度很小；有电流时碳滑板磨损率为无电流时磨损率的10倍,磨损面积和磨痕深度显著增加,表面粗糙度为无电流时的2-3倍,且磨损表面渭动方向上出现电弧烧蚀的黑色流线。滑动速度、法向载荷对受电弓滑板材料磨损性能影响较小,电流作用引起的高温磨损和电弧烧蚀磨损是造成碳滑板磨损加剧的主要因素。纯碳滑板/铜接触线在交流高速下磨损机制呈现为磨粒磨损、电弧烧蚀和氧化磨损,并伴随着材料的转移。
6.浸金属碳/不锈钢、纯碳/纯铜配副对磨时,接触副的摩擦系数稳定且较小,磨损量也较低,符合受电弓滑板/接触线配副的选择要求。而浸金属碳/纯铜接触副的摩擦系数较大,磨损量较高,且运行过程中发生粘着、并发出异常的噪声。对于弓网系统,受电弓滑板、接触线配对使用时要尽量避免电弧放电、尖叫和粘着现象,以免造成受电弓滑板/接触线材料磨损的加剧和影响周围的环境。
Nowadays, the driving power of the electric railway locomotive has been up to 8000～10000 kW, which is transmitted to the running train through the pantograph strip rubbing against the contact line. The pantograph strip/contact wire system works in such a poor condition that wear of the pantograph strip and contact wire materials is severe due to discharge and temperature. The service life of pantograph/catenary system mainly depends on the wear life of the pantograph strip and contact wire materials. In China, most of the pantograph strips of electrified railway locomotive need to be imported from foreign countries. Therefore, the running and maintenance costs are very expensive. The wear life of imported pantograph strips is also very short, only 8-10×104 km/piece. Therefore, the study on friction and wear properties and electrical characteristics of pantograph strip/contact wire couples can provide important guidance and theoretical basis for development and selection of pantograph strip materials in domestic electric locomotive.
The pantograph strip/contact wire materials as the contact couples, which is commonly used in the electrified railway, has been tested simulatively on AC and DC friction and wear testers. In this paper, sliding friction and wear properties of several pantograph strip/contact wire materials are studied under different support stiffness, normal load, sliding speed and electric current. And the effects of the support stiffness and the normal load on the electrical contact performance of pantograph strip/contact wire couples are discussed in the same conditions. By observing the temperature change and arc discharge during testing, the mechanism for arc discharge and the main factors affecting arc discharge intensity in the pantogragh/catenary system are explored in the paper. The effects of the temperature and the arc discharge intensity of the contact couple on the friction and wear performance of the pantograph strip/contact wire couple are systematically studied. By use of micro-hardness tester, temperature controller, digital cameras, surface profiler, scanning electron microscopy and energy dispersive X-ray apparatus, and so on, the temperature rise of contact couple and the occurrence of off-line arc discharge were observed effectively, and friction and wear behaviors of pantograph strip/contact wire materials were studied. The main conclusions obtained are as follows:
1. When the support stiffness k=19 000 N/m and the normal load Fn=160 N, the intensity and the frequency of arc discharge between the contact couple are suppressed. The wear rate of pin sample, the worn surface roughness and the surface damage are significantly decreased. The friction coefficient is stable. The appropriate support stiffness and normal load reduce the vibration and shock of the pantograph strip/contact wire during the high-speed sliding process. Their good contact makes off-line probability and arc discharge intensity of contact couple be controlled. Therefore, materials damage of the contact couple due to arc ablation is reduced. Then the appropriate contact force and support stiffness can keep a good contact of pantograph strip/contact wire extend the service life of pantograph strip/contact wire contact material, ensure a stable current-receiving condition of the locomotive and the stable running for the train.
2. The intensity of arc discharge is studied by arc picture during testing. The current-receiving quality of the pantograph strip/contact wire system is measured according to the average current and the current loss rate in the circuit. The greater average current, the smaller the electric current loss is and the better the current-receiving quality of the circuit is, and vice versa.
3. Spark discharge and arc discharge occurred in the process of electric sliding friction. When the contact couple is off-line, arc and spark discharge appears because of the breakdown of gas between the contact couple. The different discharge phenomena are mainly caused by its polarity, the contact area and material properties. Discharge intensity increases with increasing electric current and sliding speed, decreases with increasing normal load. It increases firstly and then decreases with increasing spring stiffness. Frictional heat, Joule heat and arc heat lead to temperature rise of contact couple. The temperature rise of the friction surfaces is very low, only 38℃in the absence of electric current. After the electric current is added, the contact temperature increases rapidly. The temperature of the contact couple is up to about 110℃when the electric current is 50 A.
4. The friction coefficient firstly increases with increasing contact temperature, then decreases rapidly, and finally stabilizes. But the friction coefficient increases slightly with increasing arc discharge intensity. The effect of contact temperature on friction coefficient is more significant than that for the arc discharge. The wear volume of carbon strip increases slowly with increasing contact temperature, and increases linearly with increasing discharge intensity. The arc discharge has more significant effect on the friction coefficient than the temperature rise. The wear volume of carbon strip increases slowly with increasing contact temperature, and increases linearly with increasing discharge intensity. The arc discharge has more significant effect on the wear volume of carbon strip than the temperature rise. The main wear mechanisms without arc discharge include adhesive wear, oxidation wear, which is mainly caused by the temperature rise. The major wear mechanisms during arc discharge are arc erosion, oxidation wear and adhesive wear, which are caused by arc discharge. Abrasive wear and material transfer take place in the process of sliding friction and wear. Therefore, cooling measures should be applied in pantograph/catenary systems to reduce the thermal wear of contact couple materials. Especially, off-line arc discharge of the contact couple should be suppressed to the maximum extent to avoid the damage of material caused by arc erosion, so as to extend the service life of pantograph strip.
5. The friction coefficient of the pure carbon strip rubbing against copper contact wire is kept at 0.24～0.35 under AC and high speed. The friction coefficient with electric current is much lower than that without electric current. In the case, the wear rate of carbon strip is characterized by a small area, a shallow depth of worn track and a minimum surface roughness. The wear rate of carbon strip with electric current is nearly 10 times as many as without electric current. The worn area and the depth of worn track significantly increase. In addition, the surface roughness under electric current is 2 to 3 times of the surface roughness without electric current. And in the sliding direction, the black stream-line due to arc ablation appears on the worn surface. The sliding velocity and the normal load have a slight influence on the wear volume of the pantograph strip material, and high temperature wear and arc erosion caused by electric current are the major factors affecting carbon strip wear. The wear mechanisms of pure carbon strip rubbing against copper contact wire are abrasive wear, arc erosion and oxidation wear, accompanied by material transfer.
6. In the conditions of copper-impregnated metal carbon rubbing against stainless steel and the pure carbon rubbing against pure copper, the friction coefficient is stable and low. The wear volume is also small. These friction couples are appropriate for pantograph strip/contact wire couple. However, the friction coefficient and the wear volume of copper-impregnated metal carbon rubbing against copper couple are greater than those of former two couples. Adhesion and squeal noise occur in the process of sliding friction. For the pantogragh/catenary system, arc discharge, screaming and adhesion should be avoided in the process of pantograph strip rubbing against contact line to decrease wear volume of pantograph strip/contact wire materials and control surroundings noise.
引文
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