轮轨滚动接触疲劳与磨损耦合关系及预防措施研究
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摘要
随着我国重载与高速铁路的快速发展,轮轨滚动接触疲劳与磨损变得越来越严重,已成为影响铁路运输安全的重要因素。因此,轮轨接触疲劳与磨损机理及预防措施的研究对减轻轮轨损伤,提高铁路运输的经济效益和社会效益具有重要的指导意义。
本文利用JD-1轮轨模拟试验机和往复滚动磨损试验装置,借助光学显微镜(OM)、激光共聚焦扫描显微镜(LCSM)、扫描电子显微镜(SEM)等表面分析测试设备研究了干态下轮轨滚动接触疲劳与磨损行为,分析了轮轨滚动磨损过程中磨损率对疲劳裂纹损伤的影响机理;利用三维弹性体非Hertz滚动接触理论及数值程序CONTACT分析了轨底坡、轨距和曲线半径等参数对轮轨接触斑行为的影响;研究了疲劳与磨损钢轨预防措施的差异。取得的主要结果和结论如下:
1.车轮磨损量随制动力、蠕滑率和轴重的增加而增加,切向摩擦力增大会使车轮磨损机制从磨粒磨损向粘着磨损与疲劳磨损转变,导致疲劳裂纹及白层的出现,加剧了车轮的塑性变形及疲劳剥离。材料含碳量对车轮钢的滚动摩擦系数基本无影响,但改变车轮钢的磨损机制;降低含碳量可减轻车轮的疲劳剥离损伤,但由于材料耐磨性的降低会导致车轮磨损量的明显增加。
2.PD3钢轨的强度性能和耐磨性均优于U71Mn钢轨,但U71Mn钢轨表现出更好的抗疲劳损伤和裂纹扩展性能;疲劳裂纹沿钢轨塑性变形方向萌生并沿一定角度向深度方向扩展,且存在两种不同的裂纹扩展形态;增加轴重、减小曲线半径及施加制动力均会增加钢轨的磨损量,加重钢轨疲劳损伤及塑性变形。建立了带有一个随机变量的钢轨钢疲劳裂纹扩展速率的概率模型,利用极大似然估计法确定了概率条件下两种钢轨材料疲劳裂纹扩展速率不确定性方程的上限值,结果表明疲劳裂纹扩展速率的不确定性方程与试验结果相符。
3.利用BP神经网络建立了钢轨磨损量的预测模型,结果表明该模型具有较高的预测精度;利用训练良好的BP神经网络模型预测了试验参数对钢轨磨损量的影响,结果表明速度、轮轨冲角及轴重对钢轨磨损量具有不同的影响规律。
4.广深铁路钢轨疲劳斜裂纹与侧磨量的调查表明,钢轨侧磨严重时,钢轨疲劳斜裂纹现象就表现轻微;轮轨滚动疲劳损伤与磨损之间表现为相互竞争与制约的耦合作用关系,即磨损严重时,疲劳损伤往往较轻;而疲劳损伤严重时,磨损相对轻微;实际中增加磨损率能减轻钢轨的疲劳裂纹损伤,延长轮轨的疲劳寿命。
5.使用1/40轨底坡情况下磨耗型车轮踏面的轮轨接触行为不能达到最佳匹配状态,建议对磨耗型踏面进行优化设计;增加轨距能改变轮轨接触几何参数、蠕滑行为、接触应力和接触斑粘滑区的分布;减小曲线半径导致接触斑纵向、自旋蠕滑、摩擦功和总滑动量剧增,粘着区的减小;曲线轨道设计中,对于高速铁路应尽可能地增大曲线半径值。
6.重载铁路钢轨损伤主要以磨损为主,并伴随强烈的塑性变形;高速铁路钢轨主要表现为疲劳损伤。由于钢轨损伤形式不同,导致重载与高速钢轨在轮轨润滑、车轮型面、钢轨打磨等方面产生很大差异。根据疲劳裂纹损伤与磨损的耦合作用关系,提出了不同于重载曲线轨头非对称打磨的高速钢轨非对称打磨技术,结果表明打磨能有效预防和减缓钢轨斜裂纹的形成与发展。重载与高速铁路钢轨选材的技术要求不尽相同,应根据钢轨具体损伤形式而决定。
The rolling contact fatigue and wear of wheel-rail become more and more serious with rapid development of the heavy-haul and high-speed railway in our country. They are becoming an important influencing factor on transportation safety of railway. So, the studies on the mechanism of the contact fatigue and wear of wheel-rail and preventive measures have important guiding significance for alleviating the damage of wheel-rail, increasing the economic and social benefits and of railway transportation.
The rolling contact fatigue and wear behaviours of wheel-rail have been investigated under unlubricated condition using JD-1 wheel/rail simulation facility and a reciprocating rolling wear testing apparatus with the help of optical microscopy (OM), laser confocal scanning microscopy (LCSM) and scanning electron microscopy (SEM). The effect of wear rate on fatigue crack damage has been analyzed in the rolling wear of wheel-rail process. The effects of rail base slope, rail gauge and curve radius on the wheel-rail contact patch behaviours have been analyzed using the rolling contact theory of three-dimensional elastic bodies with non-Hertz form and numerical program CONTACT. The differences of prevention measures of fatigue and wear rails have been studied in detail. Main conclusions are drawn as follows.
1. The increase of brake force, creep ratio and axle load lead to the increase in wear volume of wheel. The wear mechanism of wheel steel could accompany a transition from mild abrasive wear to severe adhesive and fatigue wear with the friction force increasing, which result in the initiation of fatigue crack and white layer, and then aggravate plastic deformation and fatigue spalling on the wheel roller surface. The carbon content of material has no effect on rolling friction coefficient of wheel steel, but wear mechanism of wheel steel depends strongly upon carbon content of material. Decreasing carbon content of wheel steel may alleviate fatigue spalling damage evidently, but could increase the wear volume of wheel rapidly due to poor wear resistance of material.
2. The strength character and wear resistance of PD3 are superior to U71Mn rail's. But U71Mn rail has better fatigue damage resistance and resistance to fatigue crack growth. The fatigue crack would initiate along the direction of plastic deformation and grow toward depth direction along a sharp angle. There are two types of different crack growth forms. Increasing axle load, decreasing curve radius and application of brake force would increase wear volume of rail, aggravate fatigue damage and plastic deformation of rail roller. The probabilistic model of fatigue crack growth rate with a random variable is established. By means of maximum likelihood method of estimation, the upper limit values of fatigue crack growth uncertainty equations of rail material are given under the probability condition. The results indicate that the uncertainty equations of fatigue crack growth rate have a good agreement with the testing results.
3. The forecasting model of rail wear volume using BP neural network is established. The results indicate that the BP neural network forecasting model has high prediction accuracy. The trained BP neural network model has been used to forecast the effect of test parameters on rail wear volume. The results indicate that the speed, angle of attack of wheel-rail and axle load have different influence laws on rail wear volume.
4. The investigation on rail fatigue oblique crack and side wear volume on the Guangzhou-Shenzhen high-speed railway shows that when side wear of rail is severe, the rail fatigue oblique crack is slight. The relationship between rolling wear and fatigue damage of wheel-rail is manifested as mutual competitive and restrictive coupling mechanisms. That is to say, while the wear is serious, the fatigue damage is relatively slight. On the contrary, while the fatigue damage is serious, the wear is slight. In the practical application, increasing wear rate can alleviate fatigue crack damage of rail and prolong the fatigue life.
5. The contact behavior of wheel/rail of worn wheel tread is not achieving the optimal state when the rail base slope is 1/40. So, it is suggested that the profile of worn tread is optimized over again. The increase in rail gauge can change contact geometrical parameters of wheel-rail, creepages, contact stresses and stick-slip areas of wheel-rail contact patch. Decreasing curve radius would make longitudinal and spin creepages, friction work and total slip of wheel/rail contact patch increase rapidly, minish stick area of wheel/rail contact patch. Especially for the high-speed railway, it is suggested that the curve radius should increase as far as possible in the curved track design process.
6. The wear and the plastic deformation are dominant for heavy-haul curve rail. However, the damage of high-speed rail is fatigue mainly. The wheel-rail lubrication, wheel profile and rail grinding of heavy-haul and high-speed railway would present very great difference due to the difference of rail damage. On the basis of the coupling relationship between fatigue crack damage and wear, the curve railhead asymmetrical grinding of high-speed railway is given. Moreover, it is different from the curve railhead asymmetrical grinding of heavy-haul railway. The results indicate that the asymmetrical grinding can prevent and alleviate effectively the formation and development of rail oblique crack damage. The selection requirements of rail material of heavy-haul and high-speed railway are not the same. Rail material should be selected and used according to practical rail damage.
本文利用JD-1轮轨模拟试验机和往复滚动磨损试验装置,借助光学显微镜(OM)、激光共聚焦扫描显微镜(LCSM)、扫描电子显微镜(SEM)等表面分析测试设备研究了干态下轮轨滚动接触疲劳与磨损行为,分析了轮轨滚动磨损过程中磨损率对疲劳裂纹损伤的影响机理;利用三维弹性体非Hertz滚动接触理论及数值程序CONTACT分析了轨底坡、轨距和曲线半径等参数对轮轨接触斑行为的影响;研究了疲劳与磨损钢轨预防措施的差异。取得的主要结果和结论如下:
1.车轮磨损量随制动力、蠕滑率和轴重的增加而增加,切向摩擦力增大会使车轮磨损机制从磨粒磨损向粘着磨损与疲劳磨损转变,导致疲劳裂纹及白层的出现,加剧了车轮的塑性变形及疲劳剥离。材料含碳量对车轮钢的滚动摩擦系数基本无影响,但改变车轮钢的磨损机制;降低含碳量可减轻车轮的疲劳剥离损伤,但由于材料耐磨性的降低会导致车轮磨损量的明显增加。
2.PD3钢轨的强度性能和耐磨性均优于U71Mn钢轨,但U71Mn钢轨表现出更好的抗疲劳损伤和裂纹扩展性能;疲劳裂纹沿钢轨塑性变形方向萌生并沿一定角度向深度方向扩展,且存在两种不同的裂纹扩展形态;增加轴重、减小曲线半径及施加制动力均会增加钢轨的磨损量,加重钢轨疲劳损伤及塑性变形。建立了带有一个随机变量的钢轨钢疲劳裂纹扩展速率的概率模型,利用极大似然估计法确定了概率条件下两种钢轨材料疲劳裂纹扩展速率不确定性方程的上限值,结果表明疲劳裂纹扩展速率的不确定性方程与试验结果相符。
3.利用BP神经网络建立了钢轨磨损量的预测模型,结果表明该模型具有较高的预测精度;利用训练良好的BP神经网络模型预测了试验参数对钢轨磨损量的影响,结果表明速度、轮轨冲角及轴重对钢轨磨损量具有不同的影响规律。
4.广深铁路钢轨疲劳斜裂纹与侧磨量的调查表明,钢轨侧磨严重时,钢轨疲劳斜裂纹现象就表现轻微;轮轨滚动疲劳损伤与磨损之间表现为相互竞争与制约的耦合作用关系,即磨损严重时,疲劳损伤往往较轻;而疲劳损伤严重时,磨损相对轻微;实际中增加磨损率能减轻钢轨的疲劳裂纹损伤,延长轮轨的疲劳寿命。
5.使用1/40轨底坡情况下磨耗型车轮踏面的轮轨接触行为不能达到最佳匹配状态,建议对磨耗型踏面进行优化设计;增加轨距能改变轮轨接触几何参数、蠕滑行为、接触应力和接触斑粘滑区的分布;减小曲线半径导致接触斑纵向、自旋蠕滑、摩擦功和总滑动量剧增,粘着区的减小;曲线轨道设计中,对于高速铁路应尽可能地增大曲线半径值。
6.重载铁路钢轨损伤主要以磨损为主,并伴随强烈的塑性变形;高速铁路钢轨主要表现为疲劳损伤。由于钢轨损伤形式不同,导致重载与高速钢轨在轮轨润滑、车轮型面、钢轨打磨等方面产生很大差异。根据疲劳裂纹损伤与磨损的耦合作用关系,提出了不同于重载曲线轨头非对称打磨的高速钢轨非对称打磨技术,结果表明打磨能有效预防和减缓钢轨斜裂纹的形成与发展。重载与高速铁路钢轨选材的技术要求不尽相同,应根据钢轨具体损伤形式而决定。
The rolling contact fatigue and wear of wheel-rail become more and more serious with rapid development of the heavy-haul and high-speed railway in our country. They are becoming an important influencing factor on transportation safety of railway. So, the studies on the mechanism of the contact fatigue and wear of wheel-rail and preventive measures have important guiding significance for alleviating the damage of wheel-rail, increasing the economic and social benefits and of railway transportation.
The rolling contact fatigue and wear behaviours of wheel-rail have been investigated under unlubricated condition using JD-1 wheel/rail simulation facility and a reciprocating rolling wear testing apparatus with the help of optical microscopy (OM), laser confocal scanning microscopy (LCSM) and scanning electron microscopy (SEM). The effect of wear rate on fatigue crack damage has been analyzed in the rolling wear of wheel-rail process. The effects of rail base slope, rail gauge and curve radius on the wheel-rail contact patch behaviours have been analyzed using the rolling contact theory of three-dimensional elastic bodies with non-Hertz form and numerical program CONTACT. The differences of prevention measures of fatigue and wear rails have been studied in detail. Main conclusions are drawn as follows.
1. The increase of brake force, creep ratio and axle load lead to the increase in wear volume of wheel. The wear mechanism of wheel steel could accompany a transition from mild abrasive wear to severe adhesive and fatigue wear with the friction force increasing, which result in the initiation of fatigue crack and white layer, and then aggravate plastic deformation and fatigue spalling on the wheel roller surface. The carbon content of material has no effect on rolling friction coefficient of wheel steel, but wear mechanism of wheel steel depends strongly upon carbon content of material. Decreasing carbon content of wheel steel may alleviate fatigue spalling damage evidently, but could increase the wear volume of wheel rapidly due to poor wear resistance of material.
2. The strength character and wear resistance of PD3 are superior to U71Mn rail's. But U71Mn rail has better fatigue damage resistance and resistance to fatigue crack growth. The fatigue crack would initiate along the direction of plastic deformation and grow toward depth direction along a sharp angle. There are two types of different crack growth forms. Increasing axle load, decreasing curve radius and application of brake force would increase wear volume of rail, aggravate fatigue damage and plastic deformation of rail roller. The probabilistic model of fatigue crack growth rate with a random variable is established. By means of maximum likelihood method of estimation, the upper limit values of fatigue crack growth uncertainty equations of rail material are given under the probability condition. The results indicate that the uncertainty equations of fatigue crack growth rate have a good agreement with the testing results.
3. The forecasting model of rail wear volume using BP neural network is established. The results indicate that the BP neural network forecasting model has high prediction accuracy. The trained BP neural network model has been used to forecast the effect of test parameters on rail wear volume. The results indicate that the speed, angle of attack of wheel-rail and axle load have different influence laws on rail wear volume.
4. The investigation on rail fatigue oblique crack and side wear volume on the Guangzhou-Shenzhen high-speed railway shows that when side wear of rail is severe, the rail fatigue oblique crack is slight. The relationship between rolling wear and fatigue damage of wheel-rail is manifested as mutual competitive and restrictive coupling mechanisms. That is to say, while the wear is serious, the fatigue damage is relatively slight. On the contrary, while the fatigue damage is serious, the wear is slight. In the practical application, increasing wear rate can alleviate fatigue crack damage of rail and prolong the fatigue life.
5. The contact behavior of wheel/rail of worn wheel tread is not achieving the optimal state when the rail base slope is 1/40. So, it is suggested that the profile of worn tread is optimized over again. The increase in rail gauge can change contact geometrical parameters of wheel-rail, creepages, contact stresses and stick-slip areas of wheel-rail contact patch. Decreasing curve radius would make longitudinal and spin creepages, friction work and total slip of wheel/rail contact patch increase rapidly, minish stick area of wheel/rail contact patch. Especially for the high-speed railway, it is suggested that the curve radius should increase as far as possible in the curved track design process.
6. The wear and the plastic deformation are dominant for heavy-haul curve rail. However, the damage of high-speed rail is fatigue mainly. The wheel-rail lubrication, wheel profile and rail grinding of heavy-haul and high-speed railway would present very great difference due to the difference of rail damage. On the basis of the coupling relationship between fatigue crack damage and wear, the curve railhead asymmetrical grinding of high-speed railway is given. Moreover, it is different from the curve railhead asymmetrical grinding of heavy-haul railway. The results indicate that the asymmetrical grinding can prevent and alleviate effectively the formation and development of rail oblique crack damage. The selection requirements of rail material of heavy-haul and high-speed railway are not the same. Rail material should be selected and used according to practical rail damage.
引文
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