• CN:11-2187/TH
  • ISSN:0577-6686

机械工程学报 ›› 2018, Vol. 54 ›› Issue (4): 150-157.doi: 10.3901/JME.2018.04.150

• 轮轨滚动接触疲劳 • 上一篇    下一篇


王玉光1, 卢纯2, 赵鑫2, 温泽峰2, JIN Xuesong2   

  1. 1. 中车青岛四方机车车辆股份有限公司 青岛 266111;
    2. 西南交通大学牵引动力国家重点实验室 成都 610031
  • 收稿日期:2017-05-02 修回日期:2017-12-26 出版日期:2018-02-20 发布日期:2018-02-20
  • 通讯作者: 赵鑫(通信作者),男,1981年出生,博士,副研究员,硕士研究生导师。主要研究方向为轮轨滚动接触行为及轮轨伤损。E-mail:xinzhao@home.swjtu.edu.cn
  • 作者简介:王玉光,男,1983年出生,高级工程师。主要从事铁路机车车辆转向架的设计与研究工作。E-mail:wangyuguang@cqsf.com
  • 基金资助:

Rolling Contact Fatigue of Chinese High Speed Wheels: Observations and Simulations

WANG Yuguang1, LU Chun2, ZHAO Xin2, WEN Zefeng2, JIN Xuesong2   

  1. 1. CRRC Qingdao Sifang Co. LTD, Qingdao 266111;
    2. State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031
  • Received:2017-05-02 Revised:2017-12-26 Online:2018-02-20 Published:2018-02-20

摘要: 针对我国某型250 km/h级动车组近年来发生的连续型车轮滚动接触疲劳,赴涉及的动车组运用所开展为期约2个镟修周期的跟踪测试。测试结果表明,该疲劳裂纹在镟后10~15万km开始出现在名义滚动圆外侧15~30 mm范围内,表面裂纹角度多在45°和-45°左右,一个镟修周期内可萌生并扩展至0.25~1.2 mm深,但不会发展成剥离掉块,不影响正常运营。基于跟踪测试数据,采用SIMPACK建立车辆-轨道耦合动力学模型,其结果进一步代入到安定图和损伤函数模型来预测滚动接触疲劳的萌生。结果显示,上述动车组滚动接触疲劳是由部分曲线低轨侧轮轨廓形匹配不佳导致的,其根本原因可能是不合理地钢轨打磨廓形和车轮凹磨等。详细分析表明,可导致滚动接触疲劳的恶劣轮轨接触状态只发生在极个别曲线段,这是为什么线路上存在数量相当的左、右曲线,而往返运行不调头的上述动车组的滚动接触疲劳只集中在列车一侧。最后,讨论目前滚动接触疲劳预测模型的局限性,指出未来研究方向。

关键词: 安定图, 高速动车组, 滚动接触疲劳, 曲线通过, 损伤函数

Abstract: Continuously distributed rolling contact fatigue (RCF) has been observed in recent years on wheels of a type of Chinese EMU trains with a designed speed of 250 km/h. To understand its initiation mechanism, a monitoring test covering 2~3 periods of wheel re-profiling are performed in three depots. The results show that the RCF usually occurs in a band of 15~30 mm outside the nominal rolling circle after a mileage of 100 000~150 000 km, the cracks propagate on the tread surface with an angle about 45° or -45° to the lateral direction and down to a depth of 0.25~1.2 mm within a re-profiling period, and the RCF does not influence the operation of the EMU trains due to the absence of severe damages resulted from it, e.g., shelling. With the parameters collected during the monitoring test, a vehicle-track interaction model is developed with SIMPACK, based on which the occurrence of RCF is further estimated using the shakedown map and model. It is found that the poor geometry match between wheels and low rails on curves dominates the occurrence of the RCF, and the root causes include unsound rail profiles for grinding and wheel hollow wear. Detailed analyses show that the severe wheel-rail mismatch leading to RCF only occurred on specific curves, which explains the one side occurrence of RCF on the EMU trains that do not turn around during return services and run on lines with similar numbers of left and right curves. At the end discussions are given on the limitations of existing RCF prediction methods and future research objectives on RCF.

Key words: model, curving, high-speed EMU, rolling contact fatigue, shakedown map