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Hertz滚动接触理论进行轮轨滚动接触分析,轮轨切向接触选用Fastsim理论,选用USFD磨耗模型计算材料磨耗。运用该模型...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Hertz滚动接触理论进行轮轨滚动接触分析,轮轨切向接触选用Fastsim理论,选用USFD磨耗模型计算材料磨耗。运用该模型计算分析我国某型动车组以180 km/h速度在通过轨面擦伤后钢轨磨耗的演变形态,结果表明,车辆通过擦伤后形成波长约为210 mm的钢轨波磨,其频率236 Hz与车辆中一系悬挂弹簧的固有频率相符合。通过对比考虑与不考虑擦伤三维状态的钢轨擦伤发现,当考虑钢轨三维擦伤状态时,所获得的预测结果更加接近实际情况,能够更准确地预测车辆通过擦伤后的磨耗情况。A model has been established to predict the evolution of rail abrasion. This model can calculate the longitudinal and transverse three-dimensional distribution along the rail. The model uses vehicle-rail coupled dynamics to calculate the dynamic interaction between the wheel and rail. The Hertz rolling contact theory is used for rolling contact analysis of the wheel and rail, and Fastsim theory is used for tangential contact of the wheel and rail. The USFD abrasion model is used for calculating the abrasion of the material. When using this model to calculate and analyze the train at a speed of 180 km/h, the results show that the vehicle causes rail wear through scuffing, resulting in a wavelength of approximately 210 mm and a frequency of 236 Hz. The vehicle’s intrinsic frequency is in line with a series of suspension springs. By comparing rail abrasion with and without considering its three-dimensional state, it was found that the prediction results obtained when considering the three-dimensional state were closer to the actual situation. This allows for a more accurate prediction of vehicle wear after passing through the abrasion.展开更多
文摘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Hertz滚动接触理论进行轮轨滚动接触分析,轮轨切向接触选用Fastsim理论,选用USFD磨耗模型计算材料磨耗。运用该模型计算分析我国某型动车组以180 km/h速度在通过轨面擦伤后钢轨磨耗的演变形态,结果表明,车辆通过擦伤后形成波长约为210 mm的钢轨波磨,其频率236 Hz与车辆中一系悬挂弹簧的固有频率相符合。通过对比考虑与不考虑擦伤三维状态的钢轨擦伤发现,当考虑钢轨三维擦伤状态时,所获得的预测结果更加接近实际情况,能够更准确地预测车辆通过擦伤后的磨耗情况。A model has been established to predict the evolution of rail abrasion. This model can calculate the longitudinal and transverse three-dimensional distribution along the rail. The model uses vehicle-rail coupled dynamics to calculate the dynamic interaction between the wheel and rail. The Hertz rolling contact theory is used for rolling contact analysis of the wheel and rail, and Fastsim theory is used for tangential contact of the wheel and rail. The USFD abrasion model is used for calculating the abrasion of the material. When using this model to calculate and analyze the train at a speed of 180 km/h, the results show that the vehicle causes rail wear through scuffing, resulting in a wavelength of approximately 210 mm and a frequency of 236 Hz. The vehicle’s intrinsic frequency is in line with a series of suspension springs. By comparing rail abrasion with and without considering its three-dimensional state, it was found that the prediction results obtained when considering the three-dimensional state were closer to the actual situation. This allows for a more accurate prediction of vehicle wear after passing through the abrasion.
