高速动车组车轮踏面磨耗特征分析

doi:10.3969/j.issn.0258-2724.20190266

徐凯^1,2,,
李芾^1,,,
安琪³,
毛文慧⁴

基金项目:国家重点研发计划（2016YFB1200501）

详细信息

作者简介:
徐凯（1989—），男，博士，研究方向为机车车辆设计理论，E-mail：xukai8502998@163.com

通讯作者:
李芾（1956—），男，教授，博士，研究方向为轨道交通车辆结构及动力学分析，E-mail：lifu@home.swjtu.edu.cn

中图分类号:V221.3
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- 被引次数:0
出版历程
- 收稿日期:2019-04-02
- 修回日期:2019-08-21
- 网络出版日期:2019-09-04
- 刊出日期:2021-02-01

Wheel Tread Wear Characteristics of High-Speed Electric Multi-Units

XU Kai^1,2,,
LI Fu^1,,,
AN Qi³,
MAO Wenhui⁴

摘要

摘要:为研究不同类型高速动车组车辆车轮踏面磨耗特征，探寻车轮发生磨耗后车辆运行性能的演变，以运行在武广客专上的CRH380A和CRH380B型动车组为研究对象，在线路数据统计的基础上，基于SIMPACK建立的高速动车组模型和编制的轮轨磨耗程序，对两类动车组车辆在一个镟修周期内的车轮磨耗特性及其对车辆运行性能的影响进行分析. 结果表明，该线路上运营的动车组车辆车轮磨耗特征主要表现为踏面凹槽磨耗，且CRH380A型动车组车轮踏面磨耗程度更为严重；在一个镟修周期内，由于车辆设计理念的差异，CRH380A型动车组车轮磨耗特征表现为磨耗范围较窄但磨耗深度较大，凹槽磨耗较为明显，而CRH380B型动车组则表现为磨耗范围较宽但磨耗深度较小，磨耗较为均匀；在运行2.5 × 10 ⁵km里程内，新轮状态下的CRH380A型动车组运行稳定性明显优于CRH380B型动车组，但在运营里程超过1.0 × 10 ⁵km后，由于受到车轮磨耗的影响，运行稳定性较CRH380B型动车组恶劣；同时，CRH380A型动车组车体最大振动加速度和平稳性指标分别为0.52 m/s ²和2.26，均优于CRH380B型动车组的0.58 m/s ²和2.38，但CRH380A型动车组脱轨系数和轮重减载率均为0.35，均大于CRH380B型动车组的0.14和0.28. 因此，在整个运行周期内，CRH380A型动车组车辆运行平稳性优于CRH380B型动车组，但运行安全性较CRH380B型动车组恶劣.
- 高速动车组/
- 车轮踏面/
- 磨耗/
- 车辆系统动力学/
- 运行性能
Abstract:In order to study the wheel tread wear characteristics of different types of high-speed electric multi-units (EMU) vehicles, and to explore vehicle performance evolution in the period of wheel wear, the CRH380A and CRH380B EMU running on Wuhan–Guangzhou passenger dedicated line are targeted. Based on the line data statistics, the high-speed EMU models by SIMPACK and the rail wear program, the wheel wear characteristics of two types of EMU vehicles and wear impact on vehicle running performance are analyzed in a turning repair cycle. The results show that the EMU on this dedicated line mostly show the tread hollow wear, and the wheel tread wear of the CRH380A EMU is more serious. In a turning repair cycle, due to the differences in the design concepts of the two types of EMU vehicles, the CRH380A EMU shows a narrower wear range, greater wear depth, and more obvious hollow wear; however, the CRH380B EMU shows a wider wear range, smaller wear depth, and more uniform wear. Within the operating distance of 250000 km, the running stability of the CRH380A EMU with the new wheels is obviously better than the CRH380B EMU, but when the distance exceeds 100000 km, due to the wheel wear, the running stability of the CRH380A EMU is worse than that of the CRH380B EMU. The maximum vibration acceleration and riding index of CRH380A EMU are 0.52 m/s ²and 2.26, respectively, which are better than 0.58 m/s ²and 2.38 of CRH380B EMU, but its derailment coefficient and wheel load reduction rate are both 0.35, which are greater than 0.14 and 0.28 of the CRH380B EMU. Therefore, during the entire operation cycle, the riding comfort of the CRH380A EMU is better than the CRH380B EMU, but its operation safety is worse than that of the CRH380B EMU.
- high-speed electric multi-units/
- wheel tread/
- wear/
- vehicle system dynamic/
- running performance

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图 1踏面磨耗演变规律

Figure 1.Evolution of tread wear

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图 2高速动车组动力学模型

Figure 2.High-speed EMU dynamics model

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图 3Archard磨耗模型

Figure 3.Archard wear model

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图 4Archard磨耗系数

Figure 4.Archard wear coefficient

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图 5磨耗预测方法

Figure 5.Method of wear prediction

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图 6磨耗预测程序界面

Figure 6.Interface of wear prediction program

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图 7车轮磨耗深度仿真与实测对比

Figure 7.Comparison between simulation and actual measurement of wheel wear depth

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图 8车轮磨耗性能对比

Figure 8.Comparison of wheel wear

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图 9车辆运行稳定性对比

Figure 9.Comparison of vehicle running stability

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图 10车辆运行平稳性对比

Figure 10.Comparison of vehicle running comfort

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图 11车辆运行安全性对比

Figure 11.Comparison of vehicle running safety

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表 1两类动车组车辆主要参数设置

Table 1.Main parameters of two types of EMU

类型	车辆型面	轴箱纵向定位刚度/（MN•m⁻¹）	轴箱横向定位刚度/（MN•m⁻¹）	抗蛇行减振器节点刚度/（MN•m⁻¹）
CRH380A	LM_A	13	5.5	8.85
CRH380B	LM_B	70	12.5	35.00

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表 2武广客运专线典型计算工况

Table 2.Typical calculation conditions of Wuhan–Guangzhou passenger dedicated line

半径/ km	超高/ mm	缓和曲线长/m	圆曲线长/m	运行速度/ （km•h⁻¹）	所占比例/%
直线				300	60
12.0	80	220	480	300	1
9.0	100	300	320	300	7
8.0	120	340	250	300	8
7.0	145	360	210	300	10
5.5	165	360	210	300	7
5.0	120	360	210	300	7

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表 3车辆运行性能仿真与实测结果对比

Table 3.Comparison between simulation and altual measurement of running performance

项目	构架横向加速度/（m•s⁻²）	车体横向加速度/（m•s⁻²）	车体垂向加速度/（m•s⁻²）	车体横向平稳性指标	车体垂向平稳性指标
仿真	3.155	0.514	0.316	2.166	1.619
实测	4.065	0.605	0.321	2.201	1.658

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