祁亚运,戴焕云,干锋,桑虎堂,王瑞安.高速动车组车轮偏磨影响因素与限值研究[J].表面技术,2023,52(5):51-60.
QI Ya-yun,DAI Huan-yun,GAN Feng,SANG Hu-tang,WANG Rui-an.Influencing Factors and Limits of Asymmetrical Wheel Wear of High-Speed EMUs[J].Surface Technology,2023,52(5):51-60 |
| 高速动车组车轮偏磨影响因素与限值研究 |
| Influencing Factors and Limits of Asymmetrical Wheel Wear of High-Speed EMUs |
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| DOI：10.16490/j.cnki.issn.1001-3660.2023.05.005 |
| 中文关键词: 高速动车组 车轮偏磨 轮轨接触 磨耗预测 安全限值 |
| 英文关键词:high-speed EMUs asymmetrical wheel wear wheel-rail contact wear prediction safety limit |
| 基金项目:国家自然基金项目(51975485，U2268211);中国博士后科学基金项目(2021M702978);轨道交通基础设施性能监测与保障国家重点实验室开放课题(HJGZ2022114);浙江省城市轨道交通智能运维技术与装备重点实验室开放基金(ZSDRTKF2023003) |
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| Author | Institution |
| QI Ya-yun | School of Mechanotronics and Vehicle Engineering, Chongqing Jiaotong University, Chongqing 400074, China;CRRC YANGTZE Co., Ltd., Wuhan 430212, China |
| DAI Huan-yun | State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China |
| GAN Feng | State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China |
| SANG Hu-tang | State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China |
| WANG Rui-an | School of Mechanotronics and Vehicle Engineering, Chongqing Jiaotong University, Chongqing 400074, China |
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| 中文摘要: |
| 目的 高速动车组在运营过程中的轮轨磨耗严重威胁着运营安全和运营经济性，车轮偏磨对车辆的运行性能具有重要影响。探究高速动车组车轮发生偏磨的原因，从而提出对应的抑制措施。方法 通过实测数据，统计分析动车组偏磨问题和演化规律，并对不同车轮偏磨下的轮轨静态接触参数进行分析;建立高速动车组车辆模型和Jendel车轮磨耗模型，分析偏磨产生的机理和影响因素，主要从4个方面进行探究，包括左右轮表面硬度、左右侧转臂节点参数、线路分布和钢轨廓形的不对称性;通过建立轮对刚柔耦合模型，对不同车速下的车轮偏磨限值进行研究。结果 磨耗里程为200 000 km，当硬度差为0、5H、10H时，右侧车轮的磨耗深度分别为0.954、0.966、0.973 mm。当右侧转臂节点刚度减小为5 MN时，右侧车轮的磨耗深度减小了5%。当左右钢轨廓形不对称时，左侧车轮的磨耗比右侧的磨耗增大了15.8%。当速度为300、350、400 km/h时，轮径差限值分别为2.4、2.1、1.7 mm。结论 左右车轮的表面硬度、左右侧转臂节点参数、线路分布和钢轨廓形不对称性是引起车轮偏磨的主要诱因，在服役过程中需对影响车轮偏磨的车辆和线路参数进行有效监控，并根据运营状态及时进行检修。 |
| 英文摘要: |
| The wheel-rail wear problem in operation of high-speed EMUs poses a serious threat to their operational safety and economy, and asymmetrical wheel wear has an important impact on vehicle operation performance. This paper investigated the causes of asymmetrical wheel wear in high-speed EMUs, and proposed effective measures to suppress asymmetrical wheel wear. Firstly, through the actual measurement data, statistical analysis on the asymmetrical wheel wear and the evolution of high-speed EMUs were conducted, and the static wheel-rail contact parameters under different asymmetrical wheel wear were analyzed. When the lateral displacement was smaller than 2 mm, the adhesion area was smaller when the asymmetrical wheel wear was larger. When the lateral displacement was less than 8 mm, the longitudinal creepage gradually increased as the asymmetrical wheel wear increased, which tended to intensify wheel and rail wear. Then a high-speed EMU model and a Jendel wheel wear model were established to analyze the mechanism of asymmetrical wheel wear and the influencing factors, mainly from four aspects:the wheel surface hardness of the left and right wheels, the nodal parameters of the left and right side rotary arms, the line distribution and the asymmetry of the rail profile of left rail and right rail. Finally, the asymmetrical wheel wear limits of different vehicle speeds were investigated by a wheelset rigid-flexible coupling model. When there was a hardness difference between the wheel surfaces, which would cause a difference in wear between the left and right wheels, and when the hardness decreased, the wheel wear increased further. At 200 000 km, when the wheel surface hardness difference was 0, 5H and 10H, the wheel wear depth on the right side was 0.954 mm, 0.966 mm and 0.973 mm. When the wear mileage increased, the left and right wheel wear increased. When the wear mileage was 200 000 km, the wear depth was 0.967 mm for the left wheel and 0.92 mm for the right wheel with a reduction of 5%. Therefore, the difference in stiffness of the rotary arm nodes had an important effect on the formation of asymmetrical wheel wear during wheel operation. When the line distribution changed, the left and right wheel wear had a greater change, too much left curves led to a state of greater force on the left side of the wheel, the depth of wear was greater. When the wear mileage was 200 000 km, the left side wheel wear depth was 0.98 mm and 0.941 mm. When there was asymmetrical wear of the left and right rails in a local section of the line, there was an asymmetry in the distribution of wheel-rail contact points, resulting in a change in the contact force between the left and right wheels and resulting in a difference in wheel wear. The limit of the asymmetrical wear at 300 km/h, 350 km/h and 400 km/h were 2.4 mm, 2.1 mm and 1.7 mm respectively. Asymmetries in the surface hardness of the left and right wheel, the nodal parameters of the left and right rotary arms, the line distribution and the asymmetry of the rail profiles are the main causes of asymmetrical wheel wear. During the service process, the vehicle and line parameters that affect the asymmetrical wheel wear need to be effectively monitored. |
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