赵海,徐海峰,周霆伟,袁航,徐震霖,何宜柱.轮轨硬度匹配对重载贝氏体车轮钢磨损性能的影响[J].表面技术,2025,54(3):118-129.
ZHAO Hai,XU Haifeng,ZHOU Tingwei,YUAN Hang,XU Zhenlin,HE Yizhu.Effect of Wheel-rail Hardness Matching on Wear Performance of Heavy-haul Bainitic Wheel Steel[J].Surface Technology,2025,54(3):118-129 |
| 轮轨硬度匹配对重载贝氏体车轮钢磨损性能的影响 |
| Effect of Wheel-rail Hardness Matching on Wear Performance of Heavy-haul Bainitic Wheel Steel |
| 投稿时间：2024-03-02 修订日期：2024-07-09 |
| DOI：10.16490/j.cnki.issn.1001-3660.2025.03.010 |
| 中文关键词: 硬度比 贝氏体车轮 珠光体钢轨 轮轨匹配 磨损行为 滚动接触疲劳 |
| 英文关键词:hardness ratio bainite wheels pearlitic rail wheel-rail matching wear behavior rolling contact fatigue |
| 基金项目:安徽省科技重大专项(202003a05020038);中国工程院重大咨询项目(ZGZ201812-03) |
| 作者 | 单位 |
| 赵海 | 安徽工业大学 材料科学与工程学院, 安徽 马鞍山 243003;马鞍山钢铁股份有限公司, 安徽 马鞍山 243003 |
| 徐海峰 | 安徽工业大学 材料科学与工程学院, 安徽 马鞍山 243003 |
| 周霆伟 | 安徽工业大学 材料科学与工程学院, 安徽 马鞍山 243003 |
| 袁航 | 安徽工业大学 材料科学与工程学院, 安徽 马鞍山 243003 |
| 徐震霖 | 安徽工业大学 材料科学与工程学院, 安徽 马鞍山 243003 |
| 何宜柱 | 安徽工业大学 材料科学与工程学院, 安徽 马鞍山 243003 |
|
| Author | Institution |
| ZHAO Hai | School of Materials Science and Engineering, Anhui University of Technology, Anhui Ma'anshan 243002, China;Ma'anshan Iron & Steel Co., Ltd., Anhui Ma'anshan 243003, China |
| XU Haifeng | School of Materials Science and Engineering, Anhui University of Technology, Anhui Ma'anshan 243002, China |
| ZHOU Tingwei | School of Materials Science and Engineering, Anhui University of Technology, Anhui Ma'anshan 243002, China |
| YUAN Hang | School of Materials Science and Engineering, Anhui University of Technology, Anhui Ma'anshan 243002, China |
| XU Zhenlin | School of Materials Science and Engineering, Anhui University of Technology, Anhui Ma'anshan 243002, China |
| HE Yizhu | School of Materials Science and Engineering, Anhui University of Technology, Anhui Ma'anshan 243002, China |
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| 中文摘要: |
| 目的 探究贝氏体车轮材料与不同钢轨材料的硬度匹配行为，为贝氏体车轮服役的安全性和可靠性提供理论参考。方法 将贝氏体车轮与3种轨道进行匹配，结合磨损率、表面磨损形貌及表面硬化程度等，综合评价3种钢轨/车轮硬度比(Hr/Hw)下轮轨材料的耐磨性及损伤行为。结果 随着匹配的轨道钢硬度的增加，贝氏体车轮钢磨损率从0.188 mg/m逐渐升至0.217 mg/m，增加了15.4%;轨道钢的磨损率呈下降趋势，从0.104 mg/m降至0.042 mg/m，下降了59.6%。车轮钢和轨道钢的磨损机理均以黏着磨损和疲劳磨损为主。随着轨道钢硬度的增加，车轮材料分层明显，损伤越来越严重，塑性变形层厚度和表面硬化程度呈上升趋势，表面疲劳裂纹的平均长度和深度依次降低，但平均扩展角度越来越高;轨道材料的分层和微裂纹减少，损伤减轻，且塑性变形层厚度和表面硬化程度呈下降趋势，表面疲劳裂纹长度减少，而扩展深度和角度均增加。接触斑能量耗散值越高，则贝氏体车轮受到轮轨硬度比的影响越明显。当Hr/Hw低于1时，钢轨磨损程度随着Tγ/A的增加越来越严重。结论 随着匹配的轨道硬度的增加，车轮的磨损程度呈相反趋势，前者加剧，后者减轻。此外，与同种轨道匹配时，相较于典型的珠光体车轮钢(CL65)，贝氏体车轮钢具有更加优异的耐磨性和抗疲劳损伤能力。 |
| 英文摘要: |
| Bainitic steel is used as a new wheel-rail material to replace pearlite due to its excellent comprehensive properties, and it is gradually applied in the field of wheel-rail contact. By exploring the hardness matching behavior of bainitic wheel materials and different active rail materials, the work aims to provide a theoretical reference for the safety and reliability of bainitic wheel service. The rolling slip wear and contact fatigue tester was used to carry out matching tests on the wheel-rail materials with three wheel-rail hardness ratios (0.87, 0.96, 1.13), and the rail wheel material hardness ratio (Hr/Hw) was explored. The impact on the service performance and damage behavior of wheel-rail materials was investigated. The damage morphology and plastic deformation degree of the wheel-rail material contact surface were analyzed through metallographic microscope, scanning electron microscope and microhardness, and the FCB wheel material was compared with the traditional pearlite wheel material, and finally, the matching behavior and selection rule of bainitic wheels and pearlite tracks in service were discussed. The results showed that the wheel-rail hardness ratio significantly affected the matching material wear and damage behavior. When Hr/Hw increased from 0.87 to 1.13, the amount of wheel material wear rate increased slightly, which was 0.188 mg/m, 0.203 mg/m, and 0.217 mg/m, respectively, and the wear mechanism changed from slight fatigue wear to severe fatigue wear. The amount of rail material wear was significantly reduced, the wear amounts were 0.104 mg/m, 0.069 mg/m, and 0.042 mg/m, representing reductions of 33.7% and 59.6%, respectively, and the degree of surface fatigue wear gradually decreased. The thickness of the plastic deformation layer of the FCB wheel sample increased with the increase of Hr/Hw, and its thickness was 82 μm, 98 μm, and 110 μm respectively, while the thickness of the plastic deformation layer of the rail sample decreased, and the thickness was 183 μm, 153 μm, and 128 μm, respectively. The surface hardening rate of the wheel material was positively correlated with Hr/Hw, while the rail material was negatively correlated. The fatigue crack morphology of wheel-rail materials was related to their microstructure. The fatigue cracks in the FCB wheel samples propagated almost parallel to the surface, and with the increase of Hr/Hw, the average fatigue crack length and depth of the wheel material decreased. The average crack length was between 126.6 μm and 145.3 μm, while the average crack depth was between 12.8 μm and 6.2 μm. The average crack angle increased from 8.4°-9.7°. The fatigue cracks in the rails always propagated at a small angle along the ferrite flow lines, and the average fatigue crack length of the rail material decreased from 95.8 μm to 125.2 μm, while the average crack depth and angle increased. The average crack depth ranged from 25.5 μm to 29.4 μm, and the average crack angle was distributed between 8.8° and 15.9°. When matched with the same type of rail, bainitic wheels had better wear resistance and fatigue damage resistance than typical pearlitic wheel steel (CL65). In the case of FCB wheels, it was observed that when the contact patch energy dissipation value (Tγ/A) was below 200 N/mm2, the wear rate remained relatively stable regardless of the hardness ratio. However, when Tγ/A exceeded 200 N/mm2, an increase in the hardness ratio led to a more severe wear rate, potentially resulting in catastrophic wear (Hr/Hw>1). The wear diagram for the rail indicates that a hardness ratio (Hr/Hw) greater than 1 corresponds to minor wear on the rail, with no significant impact of Tγ/A on the wear rate of the track steel. Conversely, when the hardness ratio is less than 1, an increase in Tγ/A results in accelerated rail wear. |
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