基于蠕滑机理的重载货车车轮磨耗研究
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摘要
在货车轴重不断增大的条件下,展开车轮磨耗的研究工作对于如何减轻轮轨磨耗和提高运输经济效益具有重要的指导意义。本文在SIMPACK中建立车辆系统动力学模型,采用傅立叶逆变换将轨道不平顺功率谱密度转换为时域不平顺序列,基于MATLAB软件编制了车轮踏面磨耗仿真程序WWS。根据仿真结果和现场实测结果对Zobory磨耗模型进行修正,系统研究影响重载货车车轮磨耗的关键问题,从车轮磨耗的角度确定了轴重与运行速度的匹配关系。通过对车辆非理想状态下的车轮磨耗仿真,分析轮轨型面和转向架结构对车辆非理想状态的适应性。研究钢轨表面滚动接触疲劳损伤的特征,对车轮滚动接触疲劳和磨耗耦合关系进行数值模拟。取得的主要结果和结论如下：
1.半赫兹接触的接触斑形状较赫兹接触更接近于CONTACT,同时基于半赫兹接触的FASTSIM算法的计算结果与CONTACT比较接近,而且计算速度较快,因此半赫兹接触可以应用于需要大量轮轨滚动接触计算的车轮磨耗仿真。
2.在半赫兹接触中考虑弹性剪切变形对滑动速度的影响时,其磨耗计算结果与CONTACT的结果比较接近,具有较高的精度。法向载荷主要影响Jendel模型的第Ⅳ磨耗区,蠕滑率和摩擦系数同时接触斑内黏滑区的分布和磨耗区的分布。在小蠕滑工况下,Braghin模型的磨耗最大,Jendel模型次之,Zobory模型最小,而在大蠕滑工况下,Jendel模型的磨耗远大于其余两种模型。
3.美国轨道谱各种中心线不平顺之间相关系数均小于0.3,为微弱相关,可以直接将中心线的轨道不平顺等效转换为左、右轨道的垂向和横向不平顺。转换后的美国五级谱左、右轨垂向和横向不平顺谱密度与中国干线谱进行比较,在低频部分(<1.5Hz),美国五级谱略大于中国干线谱,在中等频率(1.5Hz-15Hz)部分,基本和中国三大干线谱相当,在高频部分(>15Hz),低于中国干线谱。
4.小波滤波平滑能更好反映原始数据的分布情况,同时最大更新磨耗深度取0.1mm时能较好满足计算速度和计算精度要求。利用Zobory模型、Jendel模型和Braghin模型对重载货车在环形线和大秦线上的车轮磨耗仿真结果都大于实测结果,最后对Zobory模型进行了修正,并分析了磨耗后车轮对车辆动力学性能的影响。
5.在文中所设线路条件下,轴重的增加主要影响踏面上磨耗的增大,对轮缘上的磨耗影响不大。摆动式转向架和交叉支撑转向架车轮的磨耗行为比较接近,而径向式转向架能有效减轻车轮轮缘磨耗。车辆定距越大,车轮踏面上的磨耗越小。对三大件式转向架,一系横向定位刚度和垂向刚度对车轮磨耗的影响不大,一系纵向定位刚度对车轮的磨耗寿命和轮缘磨耗均有较大影响。轴距增加使车轮磨耗寿命减小,同时加剧轮缘磨耗。轮径越大,车轮踏面圆周磨耗深度和踏面磨耗面积越小。曲线半径的增大能使车轮磨耗急剧减小,但随着半径的增大,磨耗减小的幅度变小。轨距加宽可以减轻车轮踏面上的磨耗,延长车轮磨耗寿命。当LM踏面与CN75钢轨匹配时,从车轮磨耗的角度来说轨底坡取1/40是合理的。采用CN75钢轨较CN60和UIC60能有效减轻车轮踏面上的磨耗。线路等级越差,车轮轮缘和踏面上的磨耗越大。运行速度主要影响车轮踏面上的磨耗,且运行速度越大,车轮磨耗寿命减小的幅度越大。轮轨摩擦系数为0.1时车轮磨耗明显减小,而摩擦系数分别为0.25、0.4和0.55时车轮磨耗变化不大。以25t轴重以100km/h速度运行时的段修磨耗寿命为基准,轴重为27.5t时不需要降速运行,30t轴重时需降速到85km/h,32.5t轴重时需降到80km/h,35t轴重时需降到60km/h以下。
6.初始安装偏转角ψ0对平衡后轮对冲角影响较大,而轮径差ΔD主要影响轮对横移量,同时低的踏面等效锥度更容易形成大的轮对冲角和横移量。ψ0和ΔD都会导致车轮磨耗寿命减少,其中ψo对车轮磨耗寿命的影响较大,而ΔD主要导致车轮出现偏磨。从减轻车轮磨耗的角度看,摆动式转向架和交叉支撑转向架对车辆非理想状态的适应性较好,径向式转向架的适应性较差。
7.车辆在速度和轴重增加的情况下均会加剧钢轨的疲劳损伤,并存在一个拐点,超过拐点后由于钢轨磨损加剧而使损伤减小。在半径小于600m的曲线上采用轮缘润滑措施会使外侧钢轨的疲劳损伤系数急剧增大,严重影响列车行车安全,故对轮缘润滑要慎用,并应与钢轨打磨配合使用。车轮材料磨耗和RCF损伤的耦合关系与轮轨接触条件和车轮材质有关。摩擦系数和蠕滑较小时,由于磨耗较小,材料容易发生RCF损伤；大的摩擦系数和蠕滑率则使磨耗占据主导地位,材料不会发生RCF损伤。贝氏体钢由于屈服强度较高,比CL60钢更能抑制RCF损伤的发生。
With the increasing axle load of freight car, the researches on how to decrease wheel/rail wear and increase transportation economic benefits have important guiding significance. The vehicle system dynamic model was built in SIMPACK software and the power spectrum density of track irregularity was transformed to time-domain irregularity by Inverse Fourier Transform, then the wheel wear simulation program named WWS was developed in MATLAB. The simulation and field results were used to correct the Zobory wear model, then the factors which affect heavy haul car's wheel wear were studied and the match relations between axle load and running velocity were determined base on wheel wear. The adaptabilities of wheel/rail profile and bogie structure to vehicle's imperfect condition were analyzed by wheel wear simulation. The characteristics of rolling contact fatigue on rail surface were analyzed and the competitions between wheel wear and rolling contact fatigue were numerical simulated. Main conclusions are drawn as follows:
1. The semi-Hertzian model's patch is closer to CONTACT than Hertzian model, and the results of FASTSIM algorithm base on semi-Hertzian are agree well with the CONTACT's. Because the calculation speed is very fast, so the semi-Hertzian model can be used in wheel wear simulation which need great deal of wheel/rail rolling contact computation.
2. When elastic velocity and semi-Hertzian model were used in wear calculation, the results are agree well with the CONTACT's. The normal load mainly affect the4th wear zone of Jendel model, creepage and friction coefficient mainly affect the adhere/slip area and wear zone. In small creep condition. Braghin model have maximum wear volume, Jendel model take second place and the Zobory model have minimum wear volume, in large creep condition, wear volume in Jendel model is much larger than the other models.
3. All the correlation coefficients of American track center line's irregularity are less than0.3and low correlative, so the relation between center line and left/right rail irregularity was used to transform the center line irregularity equivalency to left and right rail. The one side power spectrum density of America five grade railway is higher than the China main line in low frequency and less than it in high frequency.
4. Wavelet smoothing can reflect the characteristic of original data than other smoothing methods, meanwhile the calculation speed and precision can be met when the maximum updating wear depth is0.1mm. When Zobory. Jendel and Braghin model were used to simulate the wheel wear of heavy haul car which running in Ring-line and Daqin railway line, all the simulation results are lager than field results, so the Zobory model was corrected in this paper, then the affects of worn wheel on vehicle system dynamics were analyzed.
5. Increasing axle load lead wheel wear increase rapidly and the axle load mainly affect the wear in wheel tread rather than flange. Wear behaviour of swing motion bogie and cross-braced bogie nearly uniform, and the radial bogie can reduce the wheel flange wear effectively. Wheel tread's wear will decrease with the increasing of bogie center distance. The lateral and vertical stiffness of primary suspension have little effect on wheel wear, meanwhile the longitudinal stiffness has great effect on wheel tread and flange wear. The wheel wear lifetime reduced with the increasing of wheelbase and decreasing of wheel radius. The increasing of curve radius can lead wheel wear decrease rapidly, and the gauge-widen can increasing the wheel wear lifetime. In view of wheel wear, the1/40rail cant is reasonable when LM wheel profile and CN75rail profile matched. The CN75rail profile can lead less wheel tread's wear than CN60and UIC60. The wheel wear became more severe when the line grade is low. Vehicle's velocity affect the wear in wheel tread rather than flange, and the wear increase rapidly with the increasing of vehicle velocity. When the wheel/rail friction coefficient is0.1, the wheel wear decreased obviously, but when the coefficients are0.25,0.4and0.55, the coefficient have little effect on wheel wear. Take for the wheel wear of the freight car which axle load is25t and running speed is100km/h as reference, the freight car with27.5t axle load do not need to decrease speed, and the speed of freight car with30t.32.5t and35t axle load need to decrease the running speed to85km/h,80km/h and60km/h respectively.
6. The initial deflection angle ψ0have greater effect on attack angle of wheelset, and radius difference ΔD have greater effect on lateral displacement of wheelset, meanwhile, greater attack angle and lateral displacement can be caused by lower equivalent conicity of wheel profile. Both ψ0and ΔD will decrease wheel wear lifetime, ψ0, mainly affect wheel wear lifetime and ΔD mainly lead to wheel eccentric wear. In view of wheel wear, the swing motion bogie has best adaptability to vehicle's imperfect condition, the cross-braced bogie takes the second place and the radial bogie has the poorest adaptability.
7. With the increasing of velocity and axle load, the fatigue damage will increase to a peak and diminish because of the wear increased follow with the velocity and axle load. The wheel-rail lubricate system used in sharp curve which radius less than600m will augment the fatigue damage rapidly and influence the safety of train, so the lubricate system must be cautious to used and the grinding should used together with the lubricate system. The wheel/rail contact condition and wheel material have great effect on the competition relation between rolling contact fatigue and wear. When the friction coefficient and creepage are smaller, the wheel material more easy to occur rolling contact fatigue damage because the wear is mild; the large friction coefficient and creepage make the wear play a leading role, and no rolling contact fatigue damage occur. The rolling contact fatigue damage inhibition role of bainite steel is better than CL60steel because bainite steel have higher yield strength.
1.半赫兹接触的接触斑形状较赫兹接触更接近于CONTACT,同时基于半赫兹接触的FASTSIM算法的计算结果与CONTACT比较接近,而且计算速度较快,因此半赫兹接触可以应用于需要大量轮轨滚动接触计算的车轮磨耗仿真。
2.在半赫兹接触中考虑弹性剪切变形对滑动速度的影响时,其磨耗计算结果与CONTACT的结果比较接近,具有较高的精度。法向载荷主要影响Jendel模型的第Ⅳ磨耗区,蠕滑率和摩擦系数同时接触斑内黏滑区的分布和磨耗区的分布。在小蠕滑工况下,Braghin模型的磨耗最大,Jendel模型次之,Zobory模型最小,而在大蠕滑工况下,Jendel模型的磨耗远大于其余两种模型。
3.美国轨道谱各种中心线不平顺之间相关系数均小于0.3,为微弱相关,可以直接将中心线的轨道不平顺等效转换为左、右轨道的垂向和横向不平顺。转换后的美国五级谱左、右轨垂向和横向不平顺谱密度与中国干线谱进行比较,在低频部分(<1.5Hz),美国五级谱略大于中国干线谱,在中等频率(1.5Hz-15Hz)部分,基本和中国三大干线谱相当,在高频部分(>15Hz),低于中国干线谱。
4.小波滤波平滑能更好反映原始数据的分布情况,同时最大更新磨耗深度取0.1mm时能较好满足计算速度和计算精度要求。利用Zobory模型、Jendel模型和Braghin模型对重载货车在环形线和大秦线上的车轮磨耗仿真结果都大于实测结果,最后对Zobory模型进行了修正,并分析了磨耗后车轮对车辆动力学性能的影响。
5.在文中所设线路条件下,轴重的增加主要影响踏面上磨耗的增大,对轮缘上的磨耗影响不大。摆动式转向架和交叉支撑转向架车轮的磨耗行为比较接近,而径向式转向架能有效减轻车轮轮缘磨耗。车辆定距越大,车轮踏面上的磨耗越小。对三大件式转向架,一系横向定位刚度和垂向刚度对车轮磨耗的影响不大,一系纵向定位刚度对车轮的磨耗寿命和轮缘磨耗均有较大影响。轴距增加使车轮磨耗寿命减小,同时加剧轮缘磨耗。轮径越大,车轮踏面圆周磨耗深度和踏面磨耗面积越小。曲线半径的增大能使车轮磨耗急剧减小,但随着半径的增大,磨耗减小的幅度变小。轨距加宽可以减轻车轮踏面上的磨耗,延长车轮磨耗寿命。当LM踏面与CN75钢轨匹配时,从车轮磨耗的角度来说轨底坡取1/40是合理的。采用CN75钢轨较CN60和UIC60能有效减轻车轮踏面上的磨耗。线路等级越差,车轮轮缘和踏面上的磨耗越大。运行速度主要影响车轮踏面上的磨耗,且运行速度越大,车轮磨耗寿命减小的幅度越大。轮轨摩擦系数为0.1时车轮磨耗明显减小,而摩擦系数分别为0.25、0.4和0.55时车轮磨耗变化不大。以25t轴重以100km/h速度运行时的段修磨耗寿命为基准,轴重为27.5t时不需要降速运行,30t轴重时需降速到85km/h,32.5t轴重时需降到80km/h,35t轴重时需降到60km/h以下。
6.初始安装偏转角ψ0对平衡后轮对冲角影响较大,而轮径差ΔD主要影响轮对横移量,同时低的踏面等效锥度更容易形成大的轮对冲角和横移量。ψ0和ΔD都会导致车轮磨耗寿命减少,其中ψo对车轮磨耗寿命的影响较大,而ΔD主要导致车轮出现偏磨。从减轻车轮磨耗的角度看,摆动式转向架和交叉支撑转向架对车辆非理想状态的适应性较好,径向式转向架的适应性较差。
7.车辆在速度和轴重增加的情况下均会加剧钢轨的疲劳损伤,并存在一个拐点,超过拐点后由于钢轨磨损加剧而使损伤减小。在半径小于600m的曲线上采用轮缘润滑措施会使外侧钢轨的疲劳损伤系数急剧增大,严重影响列车行车安全,故对轮缘润滑要慎用,并应与钢轨打磨配合使用。车轮材料磨耗和RCF损伤的耦合关系与轮轨接触条件和车轮材质有关。摩擦系数和蠕滑较小时,由于磨耗较小,材料容易发生RCF损伤；大的摩擦系数和蠕滑率则使磨耗占据主导地位,材料不会发生RCF损伤。贝氏体钢由于屈服强度较高,比CL60钢更能抑制RCF损伤的发生。
With the increasing axle load of freight car, the researches on how to decrease wheel/rail wear and increase transportation economic benefits have important guiding significance. The vehicle system dynamic model was built in SIMPACK software and the power spectrum density of track irregularity was transformed to time-domain irregularity by Inverse Fourier Transform, then the wheel wear simulation program named WWS was developed in MATLAB. The simulation and field results were used to correct the Zobory wear model, then the factors which affect heavy haul car's wheel wear were studied and the match relations between axle load and running velocity were determined base on wheel wear. The adaptabilities of wheel/rail profile and bogie structure to vehicle's imperfect condition were analyzed by wheel wear simulation. The characteristics of rolling contact fatigue on rail surface were analyzed and the competitions between wheel wear and rolling contact fatigue were numerical simulated. Main conclusions are drawn as follows:
1. The semi-Hertzian model's patch is closer to CONTACT than Hertzian model, and the results of FASTSIM algorithm base on semi-Hertzian are agree well with the CONTACT's. Because the calculation speed is very fast, so the semi-Hertzian model can be used in wheel wear simulation which need great deal of wheel/rail rolling contact computation.
2. When elastic velocity and semi-Hertzian model were used in wear calculation, the results are agree well with the CONTACT's. The normal load mainly affect the4th wear zone of Jendel model, creepage and friction coefficient mainly affect the adhere/slip area and wear zone. In small creep condition. Braghin model have maximum wear volume, Jendel model take second place and the Zobory model have minimum wear volume, in large creep condition, wear volume in Jendel model is much larger than the other models.
3. All the correlation coefficients of American track center line's irregularity are less than0.3and low correlative, so the relation between center line and left/right rail irregularity was used to transform the center line irregularity equivalency to left and right rail. The one side power spectrum density of America five grade railway is higher than the China main line in low frequency and less than it in high frequency.
4. Wavelet smoothing can reflect the characteristic of original data than other smoothing methods, meanwhile the calculation speed and precision can be met when the maximum updating wear depth is0.1mm. When Zobory. Jendel and Braghin model were used to simulate the wheel wear of heavy haul car which running in Ring-line and Daqin railway line, all the simulation results are lager than field results, so the Zobory model was corrected in this paper, then the affects of worn wheel on vehicle system dynamics were analyzed.
5. Increasing axle load lead wheel wear increase rapidly and the axle load mainly affect the wear in wheel tread rather than flange. Wear behaviour of swing motion bogie and cross-braced bogie nearly uniform, and the radial bogie can reduce the wheel flange wear effectively. Wheel tread's wear will decrease with the increasing of bogie center distance. The lateral and vertical stiffness of primary suspension have little effect on wheel wear, meanwhile the longitudinal stiffness has great effect on wheel tread and flange wear. The wheel wear lifetime reduced with the increasing of wheelbase and decreasing of wheel radius. The increasing of curve radius can lead wheel wear decrease rapidly, and the gauge-widen can increasing the wheel wear lifetime. In view of wheel wear, the1/40rail cant is reasonable when LM wheel profile and CN75rail profile matched. The CN75rail profile can lead less wheel tread's wear than CN60and UIC60. The wheel wear became more severe when the line grade is low. Vehicle's velocity affect the wear in wheel tread rather than flange, and the wear increase rapidly with the increasing of vehicle velocity. When the wheel/rail friction coefficient is0.1, the wheel wear decreased obviously, but when the coefficients are0.25,0.4and0.55, the coefficient have little effect on wheel wear. Take for the wheel wear of the freight car which axle load is25t and running speed is100km/h as reference, the freight car with27.5t axle load do not need to decrease speed, and the speed of freight car with30t.32.5t and35t axle load need to decrease the running speed to85km/h,80km/h and60km/h respectively.
6. The initial deflection angle ψ0have greater effect on attack angle of wheelset, and radius difference ΔD have greater effect on lateral displacement of wheelset, meanwhile, greater attack angle and lateral displacement can be caused by lower equivalent conicity of wheel profile. Both ψ0and ΔD will decrease wheel wear lifetime, ψ0, mainly affect wheel wear lifetime and ΔD mainly lead to wheel eccentric wear. In view of wheel wear, the swing motion bogie has best adaptability to vehicle's imperfect condition, the cross-braced bogie takes the second place and the radial bogie has the poorest adaptability.
7. With the increasing of velocity and axle load, the fatigue damage will increase to a peak and diminish because of the wear increased follow with the velocity and axle load. The wheel-rail lubricate system used in sharp curve which radius less than600m will augment the fatigue damage rapidly and influence the safety of train, so the lubricate system must be cautious to used and the grinding should used together with the lubricate system. The wheel/rail contact condition and wheel material have great effect on the competition relation between rolling contact fatigue and wear. When the friction coefficient and creepage are smaller, the wheel material more easy to occur rolling contact fatigue damage because the wear is mild; the large friction coefficient and creepage make the wear play a leading role, and no rolling contact fatigue damage occur. The rolling contact fatigue damage inhibition role of bainite steel is better than CL60steel because bainite steel have higher yield strength.
引文
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