磨耗状态下城际动车组轮轨曲线磨耗特性

以CRH6A城际动车组为研究对象，基于实测磨耗后轮轨型面，利用多体动力学软件Universal Mechanism建立了车辆动力学模型，计算了通过曲线时的轮轨力与轮对位置参数；在非线性有限元软件ABAQUS中，基于任意拉格朗日欧拉方法建立了轮轨三维滚动接触模型，计算了轮轨接触应力特性和滑移特性；基于Archard磨损模型，提出一种车轮表面接触区域磨损速率快速计算方法，研究了新轮、磨耗初期车轮和磨耗到限车轮与新轨、磨耗后钢轨相互作用下，车轮通过曲线时接触区域磨损特性。研究结果表明:新轮和磨耗后钢轨、磨耗初期车轮和新轨、磨耗到限车轮与新轨相互作用下最大法向接触应力分别达到了2 017、1 803和1 668 MPa，比新轮和新轨、磨耗初期车轮和磨耗后钢轨、磨耗到限车轮和磨耗后钢轨3种作用下最大接触应力高出20%以上；新轮和磨耗后钢轨、磨耗初期车轮与新轨、磨耗初期车轮和磨耗后钢轨相互作用下，轮轨间出现两点接触、三点接触，甚至四点接触；在多点接触下，轮缘处接触点表现出应力集中且磨损速率较高的特点，最大磨损速率分别达到2.60×10-5、3.82×10-5、3.52×10-5 mm·s-1，远高于新轮和新轨、磨耗到限车轮和新轨、磨耗到限车轮和旧轨3种作用下的磨损速率；磨耗到限车轮和新轨与磨耗钢轨相互作用下的磨损速率均相对较小，说明在磨耗后期的车轮磨耗相对较小；轨角磨耗会严重加剧新轮的轮缘磨耗，且磨耗初期车轮具有较高的轮缘磨损速率，应将车轮镟修周期和钢轨打磨周期相协调，并通过涂油等方式降低磨耗初期的轮缘磨损。 

Wheel-rail wear characteristics of intercity EMUs on curve in worn stages

The CRH6A intercity electric multiple units (EMUs) were examined in this study. Based on the measured wheel-rail profiles after wear, the vehicle dynamics model was established by the multi-body dynamics software Universal Mechanism. Wheel-rail interaction forces and position parameters of wheelset were calculated on curves. In the nonlinear finite element software ABAQUS, the wheel-rail three-dimensional rolling contact model was established based on the arbitrary Lagrangian Eulerian method, and the wheel-rail contact stress and slip characteristics were investigated. A fast calculation method of wear rate at the contact area on wheel surface was proposed according to the Archard wear model. The wear characteristics of contact areas were investigated under the interactions of new wheel, initial-worn stage wheel and wheel worn to limit with new rail and worn rail on curves. Research results show that under the interactions of new wheel and worn rail, initial-worn stage wheel and new rail, and wheel worn to limit and new rail, the maximum normal contact stresses reach 2 017, 1 803 and 1 668 MPa, respectively, which are 20% higher than those under the interactions of new wheel and new rail, initial-worn stage wheel and worn rail, and wheel worn to limit and worn rail. Under the interactions of new wheel and worn rail, initial-worn stage wheel and new rail, and initial-worn stage wheel and worn rail, the two-points contact, three-points contact, and four-points contact appear on the wheel surface. When multi-points contact appears, the contact points at the flange encounter stress concentration and high wear rates. Moreover, the maximum wear rates reach 2.60×10-5, 3.82×10-5 and 3.52×10-5 mm·s-1, respectively, which are higher than that under the interactions of new wheel and new rail, wheel worn to limit and new rail, and wheel worn to limit and worn rail. Under the interactions of wheel worn to limit and new rail, and wheel worn to limit and worn rail, the wheel wear rates are relatively small. It also shows that the wear rate of wheel in the later-worn stage is relatively low. The wear of rail gauge corner severely aggravates the flange wear of new wheel, and the initial worn stage wheel shows a high wear rate on the flange. Reprofiling cycle of wheel and grinding cycle of rail should be coordinated and the wear of flange in the initial-worn stage should be reduced by oiling or using other methods.3 tabs, 13 figs, 30 refs.