ANALYSES OF TRANSIENT WHEEL-RAIL ROLLING CONTACT BEHAVIOR DURING CURVING
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摘要: 采用显式有限元法建立了我国某地铁系统R300 m曲线段的全轮对三维轮轨瞬态滚动接触模型，在时域内数值模拟了轮对曲线通过时的瞬态滚滑行为，详细分析了自由轮对滚过无不平顺的光滑钢轨和单侧钢轨存在波磨时两侧轮轨间的接触力、接触应力、相对滑移和黏滑区分布及摩擦功等结果。相比以往直线轨道的半轮对和全轮对滚动接触模型，该模型将曲线超高、弯曲钢轨、轮对横移及侧滚等考虑在内。光滑轮轨的结果表明：以50 km/h通过曲线时（均衡速度50.42 km/h），外轨磨耗大于内轨，最大磨耗值约为内轨的3.1倍，且集中于轨距角附近；随着横移量的增大，外轨的接触力、接触应力及摩擦功会显著增大；这些与现场观测一致，初步验证了模型的可靠性。存在于单侧钢轨的短波波磨会引起两侧轨头摩擦功的波动，不仅会造成波磨侧轨面的不均匀磨耗，也会引发另一侧钢轨的轻微不均匀磨耗。该文计算工况下，波磨存在于内轨时引起的无波磨侧摩擦功最大波动幅值约为存在于外轨时相应结果的1.9倍，即内轨短波波磨能更有效触发无波磨侧萌生波磨；短波波磨无论发生在内轨还是外轨，两侧摩擦功波动幅值均在40 km/h~50 km/h间某速度下（略低于均衡速度）达到最小值，即波磨发展速率最低。Abstract: A 3-D transient wheelset-rail rolling contract model has been developed for a metro in China. The explicit finite element method was used to model the transient rolling contact behavior of a free wheelset passing over a curve of R300 m in the time domain. Focus was placed on the resulting contact forces, stresses, relative slip, stick-slip distributions and friction work applied by the wheel-rail contact. Two cases were considered including smooth rails (without geometry irregularity) and one-side short pitch corrugation. With respect to the previous models of half-wheelset or full-wheelset on tangent tracks, super-elevation, curved rails, lateral shift and roll-over of wheelset, etc. were all taken into account. Results over smooth rails at 50 km/h (the equilibrium speed is 50.42 km/h) have shown that the wear on the outer rail concentrates near the gauge angle and is approximately 3.1 times larger than that on the inner rail; the contact forces, stresses and friction work increase significantly as the lateral shift increases. These results are consistent with on-site observations and provide preliminary validation of the model. The short pitch corrugation on one rail can not only lead to uneven wear on the corrugated rail, but also slight uneven wear on the smooth side. The amplitudes of the frictional work fluctuations on non-corrugated rail resulting from corrugation on the inner is about 1.9 times that from corrugation on the outer one, suggesting that corrugation exiting on the inner rail can trigger the occurrence of corrugation on the smooth side more efficiently. In addition, whether the corrugation is on the inner or outer rail, the amplitude of the frictional work reaches its minimum on both sides at a speed between 40 km/h and 50 km/h (being slightly lower than the equilibrium speed), i.e. the growth rate of corrugation is minimum.
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