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钢轨磨耗演变预测模型研究
作者:孙宇 翟婉明 
单位:西南交通大学 牵引动力国家重点实验室,四川 成都 610031
关键词:钢轨磨耗 数值仿真 车辆-轨道耦合动力学 轮轨滚动接触 三维分布 
分类号:
出版年·卷·期(页码):2017·39·第8期(1-9)
摘要:

建立一种可计算沿钢轨纵向和横向三维分布的钢轨磨耗演化预测模型,利用车辆-轨道耦合动力学计算轮轨动态相互作用;基于KalkerHertz滚动接触理论进行轮轨滚动接触分析;选用Braghin磨耗模型计算材料磨耗;使用局部加权回归散点平滑法对计算的钢轨型面进行平滑处理。运用该模型计算分析CRH3型动车组以300 km/h速度在Ⅰ型板式无砟轨道直线段运行时钢轨磨耗的演变形态。结果表明:钢轨光带沿轨道纵向几乎是平直的,光带宽度约为20 mm;随着通过车辆数目的逐渐增加,钢轨的磨耗速率先减小后增大;钢轨磨耗后,轮轨接触点在钢轨上的分布集中于磨耗区边缘的两个狭窄区域;在线路初始运营阶段,钢轨磨耗对轮轨横向力的影响大于其对轮轨垂向力的影响。

A numerical model for predicting rail wear evolution in three-dimension distribution along the longitudinal and lateral direction was established in this paper. In the model, the theory of coupled vehicle-track dynamics was used to simulate the wheel-rail interaction. The Kalker’s non-Hertzian rolling contact theory was used to analyze the wheel-rail rolling contact. The Braghin wear model was adopted to predict the material wear. The locally weighted regression scatterplot smoother was applied to smooth the calculated rail profile. Based on the proposed model, the wear evolution of the rail was investigated in the case of the CRH3 EMU running on the straight-line section of Type Ⅰ slab track at the speed of 300 km/h. Results show that the rail wear band in the longitudinal direction is almost straight with a width of about 20 mm. The wear speed of the rail firstly decreases and then increases with the increasing number of passing vehicles. The wheel-rail contact points on the rail are centralized in the narrow zones within the both sides of the wear area. The effect of rail wear on the lateral wheel-rail forces is greater than that on the vertical wheel-rail forces in the initial operation stage of the railway.
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