卢纯,尹家宝,张庆贺,付强.轨道车辆制动闸片摩擦块跑合阶段磨损分析[J].表面技术,2022,51(12):63-71.
LU Chun,YIN Jia-bao,ZHANG Qing-he,FU Qiang.Wear Degradation of Railway Vehicle Brake Pad Friction Block in Running-in Stage[J].Surface Technology,2022,51(12):63-71 |
| 轨道车辆制动闸片摩擦块跑合阶段磨损分析 |
| Wear Degradation of Railway Vehicle Brake Pad Friction Block in Running-in Stage |
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| DOI：10.16490/j.cnki.issn.1001-3660.2022.12.005 |
| 中文关键词: 跑合阶段 摩擦学行为 轨道车辆 摩擦磨损 制动闸片摩擦块 |
| 英文关键词:running-in stage tribological behavior railway vehicle friction and wear brake pad friction block |
| 基金项目:国家自然科学基金(52105160);四川省科技计划资助项目(2020JDTD0012);中央高校基本科研基金(2682021CX028) |
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| Author | Institution |
| LU Chun | School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, China;Technology and Equipment of Rail Transit Operation and Maintenance Key Laboratory of Sichuan Province, Chengdu 610031, China |
| YIN Jia-bao | School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, China;Technology and Equipment of Rail Transit Operation and Maintenance Key Laboratory of Sichuan Province, Chengdu 610031, China |
| ZHANG Qing-he | School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, China;Technology and Equipment of Rail Transit Operation and Maintenance Key Laboratory of Sichuan Province, Chengdu 610031, China |
| FU Qiang | School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, China;Technology and Equipment of Rail Transit Operation and Maintenance Key Laboratory of Sichuan Province, Chengdu 610031, China |
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| 中文摘要: |
| 目的 在轨道车辆制动闸片摩擦块的使用过程中，目前认为当接触面积达到85%即跑合完成，这种判定标准缺少理论支撑。通过深入分析跑合阶段的摩擦学行为，确定跑合结束时的摩擦学行为特点，为判定轨道车辆制动闸片摩擦块跑合完全与否提供理论判据，同时也为缩短跑合时间、延长摩擦块磨损寿命提供理论支撑。方法 利用自行研制的盘型制动系统制动性能试验台进行制动闸片摩擦块的跑合试验，记录制动闸片摩擦块跑合过程中的接触压力、接触面积、磨损量和界面损伤等摩擦学行为变化情况。利用ABAQUS建立有限元模型，通过UMESHMOTION子程序和ALE自适应网格划分技术，基于Archard磨损模型实现考虑摩擦块磨损累积的跑合阶段摩擦学行为分析。结果 跑合初期接触压力不均匀导致切入端迅速磨损，宏观接触面积增加使平均接触应力迅速减小;在跑合中期，产生的磨屑不断累积并压实，宏观接触面积增加幅度逐渐减慢，平均接触应力减小速率减缓;在跑合后期，宏观接触面积增加幅度进一步放缓，磨屑的压实与破坏达到一个动态平衡，平均接触应力保持稳定。结论 根据跑合过程中平均接触应力先迅速减小、后缓慢减小、最后保持不变的特点，可将轨道车辆制动闸片摩擦块的跑合过程划分为迅速跑合阶段、过渡跑合阶段和稳定跑合阶段。因此，跑合阶段完成的判定标准为平均接触应力保持不变，即进入稳定跑合阶段。在本文的试验工况下，发现当摩擦块接触面积达到名义接触面积的90%时跑合完成。 |
| 英文摘要: |
| In the using of railway vehicle brake pad friction block, 85% contact area is assumed to be an indication of the accomplishment of the running-in process without theoretical support. Only few studies mention tribological behavior and interface damage analysis for the running-in phase. Through the comprehensive analysis of the tribological behavior in running-in stage, the characteristics of tribological behaviors at the end of the running-in process are determined, which provides a theoretical criterion for determining whether the running-in stage is complete or not and gives theoretical support for running-in period shortening and wear life increasing. With the help of self-designed brake performance test bench, the changes of the tribological behaviors such as contact pressure, contact area, wear and interface damage in running-in stage are recorded to study the braking performance of the friction block in running-in stage. Using UMESHMOTION subroutine, ALE technology and Archard wear model, the tribological behavior of the friction block considering wear degradation accumulation is analyzed. Inaddition, the correctness of simulation results is verified by the experimental data.Finally, based on the results from experiments and simulation, the evolving tribological behavior of the friction block during the running-in process is thoroughly evaluated in terms of contact pressure, contact area, wear volume, damage characteristics, etc. And the tribological behavior features and determination method at the end of the running-in process are provided. It is found that the uneven contact pressure at the beginning of the running-in stage results in a rapid wear on the friction block cut-in side. The increase of the macroscopic contact area leads to a rapid decrease of the average contact stress. In the middle of the running-in stage, the secondary contact plateaus are gradually established by the accumulation and compaction of the generated wear debris. The increase of the macroscopic contact area gradually slows down, as well as the decrease rate of the average contact stress. At the end of the running-in stage, the increase rate in macro contact area further slows down. There is a dynamic balance between the formation and collapse of the secondary contact plateaus, the average contact stress reaches a stable value. According to the variation characteristics of the average contact stress in running-in stage, i.e., first quickly reduces, then slowly reduces and finally remains stable, the running-in stage can be divided into rapid running-in phase, transitional running-in phase and stable running-in phase. Thus, the indication of the accomplishment of the running-in process is that the average contact stress remains unchanged, that is, the stable running-in phase is entered. Under the test conditions in this work, it is found that the running-in process is completed when the contact area of the friction block reaches 90% of the nominal contact area of the friction block. According to these findings, it is possible to keep the average contact stress stable by fine-tuning the preset wear, adjusting the friction block mounting structure and interface contact state during the manufacturing process of the brake friction block.Thesecould help to shorten the running-in time and extend the service life of the brake pad friction block. |
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