轨底坡对高速铁路轮轨接触行为影响分析  

Effect Analysis of Rail Cant on the Wheel-rail Contact Behavior of High-speed Railway

作　　者：钱瑶[1] 王平[1] 苏谦[2] 安博洋[1] 徐井芒[1] QIAN Yao;WANG Ping;SU Qian;AN Bo -yang;XU Jing -mang(MOE Key Laboratory of High - speed Railway Engineering, Southwest Jiaotong University, Chengdu, Sichuan 610031, China;Southwest Jiaotong University, Chengdu, Sichuan 610031, China)

机构地区：[1]西南交通大学高速铁路线路工程教育部重点实验室,成都610031 [2]西南交通大学,成都610031

出　　处：《铁道工程学报》2018年第3期18-25,共8页Journal of Railway Engineering Society

基　　金：中央高校基本科研业务费专项资金项目(10101B10096030EM);教育部"春晖计划项目"(Z2016165);国家自然科学基金项目(51425804;51608459);高速铁路基础研究联合基金"重点支持项目"(U1334203;U1234201);中国博士后科学基金资助项目(2016M590898)

摘　　要：研究目的:目前关于轨底坡对轮轨接触行为影响的研究很多,但轨底坡对高速铁路轮轨接触行为影响的相关研究还未开展。为分析轨底坡对我国高速车轮与60N钢轨的轮轨接触行为影响,基于迹线法和三维非赫兹滚动接触理论,分别研究不同轨底坡下高速车轮LMa、XP55、S1002G与60N匹配时的静态轮轨接触特性,包括等效锥度、接触带宽、轮轨接触应力和表面疲劳因子等。研究结论:(1)在1/10的轨底坡下,三种高速车轮型面与60N钢轨接触时表面疲劳因子大于零的情况居多,说明1/10的轨底坡易导致轮轨表面裂纹的出现,不适用于高速轮轨匹配;(2)LMa型面的接触带宽随轨底坡的减小而增大,轮轨接触应力随轨底坡变化不大,轨底坡为1/20时轮轨型面匹配较优;(3)当轨底坡为1/30时,XP55型面的等效锥度最大,使其拥有较好的轮对对中性能和曲线通过能力,轨底坡为1/30时轮轨型面匹配最优;(4)轨底坡对S1002G的等效锥度影响不大,轨底坡为1/20时的接触带宽较小,横移超过4 mm后1/20轨底坡下的轮轨法向接触应力较小,综合来看轨底坡为1/20时S1002G轮轨型面匹配较优;(5)本研究成果可为我国高速铁路轨底坡的设置提供参考。Research purposes： At present, there are many researches on the influence of rail cant on the contact behavior of wheel -rail, but the related research on the influence of rail cant on the contact behavior of high - speed rail is not carried out. To analyze the influence of rail cant on wheel - rail contact behavior of high speed railway, based on classic track line method and three dimensional non - Hertz rolling contact theory, this paper analyzes the wheel rail static contact characteristics among three wheel treads （LMa, XP55 and S1002G） and 60N rail under different rail cant conditions, including equivalent conicity, contact bandwidth, wheel - rail contact stress and surface fatigue factor, etc. Research conclusions： （ 1 ） When the three kinds of high - speed wheel type surface are in contact with the 60N rail under 1/10 rail cant, the surface fatigue index is greater than zero, which shows that the rail cant of 1/10 can easily cause the appearance of the wheel - rail surface crack, so the 1/10 rail cant is not suitable for wheel - rail matching in hign- speed railway. （2） For LMa profile, the contact bandwidth increases with the decrease of rail cant. The rail cant has less influence on wheel - raiI contact stress. The optimal matching of wheel - rail profiles achieve when the rail cant is 1/20 for LMa. （3） For XP55 profile, the equivalent conicity is the largest under the 1/30 rail cant, so the rail alignment performance and the curve performance is better. The rail cant of 1/30 is optimal for wheel - rail profile matching. （4）The rail cant has less influence on equivalent conicity in terms of S1002G, the bandwidth is smaller and the wheel - rail contact stress is smaller when the lateral movement over 4 mm that the rail cant is 1/20. For S1002G wheel profile, the rail cant of 1/20 is optimal for rail - rail profile matching. （5） The research results can provide reference for the setting of high - speed railway rail cant.

关 键 词：轨底坡 高速车轮 滚动接触 轮轨接触特性 接触带宽 

分 类 号：U213.4[交通运输工程—道路与铁道工程]