基于磨耗的高速铁路轮轨接触关系研究

在对京沪高铁开展轮轨型面跟踪测试的基础上,分析LM_A和LM_B车轮型面分别与60D钢轨型面匹配时的轮轨磨耗特征;利用数值仿真手段,研究磨耗后不同轮轨型面匹配组合下的轮轨接触范围与钢轨光带宽度和等效锥度的关联性;通过分析钢轨光带宽度与等效锥度的关联性,结合名义等效锥度限值,研究避免高速动车组运行过程中出现典型异常振动问题的钢轨接触光带合理范围。结果表明:高速铁路的钢轨磨耗远小于车轮磨耗;直线区段钢轨磨耗主要分布于钢轨顶弧中心附近,轮轨接触宽度与钢轨光带宽度相对应;钢轨光带宽度与轮轨匹配名义等效锥度正相关,钢轨光带宽度小于20 mm时易出现动车组车体晃车、大于45 mm时易出现动车组转向架横向振动加速度报警。

Study on Wheel-Rail Contact Relationship of High-Speed Railway Based on Wear

On the basis of wheel-rail profile tracking test of Beijing-Shanghai high-speed railway,the wheel-rail wear characteristics of LM A and LM B wheel profile matching with 60D rail profile were analyzed respectively.By means of numerical simulation,the wheel-rail contact relationships with different wheel-rail wear profile matching were studied,and the relationships between the rail band width,wheel-rail contact range and equivalent conicity were clarified.Considering the limit value of nominal equivalent conicity,the reasonable range of rail contact band was obtained by analyzing the relationship between the rail band width and the equivalent conicity to avoid the typical abnormal vibration problems during the operation of high-speed EMUs.Results show that the rail wear of the high-speed railway is far less than wheel wear.The rail wear in the straight line section is mainly distributed near the center of rail top arc,and the wheel-rail contact width corresponds to rail band width.The rail band width is positively correlated with the nominal equivalent conicity of wheel-rail matching.When the rail band width is less than 20 mm,the car body of EMU is very likely to shake,and when the rail band width is greater than 45 mm,the lateral vibration acceleration alarm of the EMU bogie is prone to occur.