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摘要: 总结了现有传统钢轮钢轨式轮轨系统的工程问题、研究现状和工程处理方法; 分析了钢轨波磨和车轮不圆的形成和发展机理,对困扰高铁的踏面凹磨问题提出了创新性治理设想; 拟通过轮轨系统的廓形设计-磨损评价-磨损治理的系统化革新思路,获得既安全又经济的线路条件个性最优化方案; 总结和展望了目前轮轨系统的打磨和镟轮,讨论了轮轨系统的检测方法; 提出了避免过度检测的新思路,并预测了轮轨系统的未来发展前景。分析结果表明:钢轨波磨和车轮失圆的机理都出于轮轨系统的参激振动与切向轮轨磨损的耦合,在交变正压力和切向磨损同相位作用下,使凸起区域的磨损低于凹下区域的磨损; 高铁的凹磨问题是轮轨在高速直线上和超大半径曲线上,轮轨处于非常微小的横向扰动,又在非常平顺的线路下发生镶嵌磨损,即轮轨接触部分廓形发生相互拷贝式磨损; 低速城轨系统轮缘侧面磨损是由于在较小曲线半径上运行时,在较大的横向蠕滑作用下引起轮缘的导向作用而为,其踏面不易发生凹磨; 钢轨和道岔的各种病害与轴重和冲击载荷有关,其疲劳破坏以局部应力过大下的低周疲劳为主; 随着车辆速度和轴重的提高,轮轨系统仅在车辆侧和轨道侧进行优化已达到极限,只有相互联合优化才能深入发掘潜力,继续维持轮轨交通的应用价值。Abstract: The current engineering problems, present progress in research, and engineering treatment methods of existed traditional steel wheel rail type wheel/rail system were summarized. The formation and propagation mechanisms of rail corrugation and wheel out-of-roundness were analyzed, and innovative suggestions for addressing the tread hollow wear problems of high-speed trains were made. A personalized optimal strategy was formulated based on the systematic novel idea of obtaining safe and economical railway conditions through the profile design, wear evaluation, and wear control of wheel/rail system. For current rail grinding and wheel reprofiling, a summary and a discussion of future trends were presented. Based on a discussion of wheel/rail system detection methods, suggestions were made to avoid excessive detections, and the future development trend of wheel/rail system was predicted. Analysis results show that the mechanisms of rail corrugation and wheel out-of-roundness are both the coupling of parametric excitation and wheel/rail tangential wear of wheel/rail system. The wear on the hump zone is higher than that of the concave zone together with the coupling phase of variable normal force and tangential wear. In the case of the tread hollow wear of high-speed trains, the trouble seems to be caused by the inlaying wear on the very small wheelset/track interaction on the straight track with high speed and super large-radius curved track, which can be based on the copy-type wear of wheel and rail treads during the highly stable wheelset/track lateral movement. The cause of wheel flange wear of low-speed trains appears to be the flange guiding action together with the large lateral creep force on the radius of the sharp curved track. The hollow wear of the tread does not easily form. Various rail and turnout problems are usually related to the load bearing and impact. Its fatigue failure is mainly the low-frequency high-stress fatigue failures. With the increase in the running speed and axle load, the limitation of optimization on the wheel and rail side reaches its maximum. Thus, only through systematic optimization between wheel and rail can their potential be realized and the application value of the rail system be maintained. 7 tabs, 14 figs, 60 refs.
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Key words:
- rail transit /
- wheel/rail system /
- wheel/rail maintenance /
- tread/rail profile design /
- reprofiling /
- grinding
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表 1 轮轨系统存在问题分类
Table 1. Classification of existing troubles of wheel/rail system
问题分类 问题描述 固有问题 轮对元件与轨道的匹配问题 转向架与曲线运行不匹配问题 车辆的连挂组成列车问题 走行机构的多样化问题 车轮侧伤损引发的问题 踏面沟状磨耗、轮缘磨耗、踏面剥离、踏面凹磨、踏面局部分离、踏面内裂纹、踏面表面粗糙、踏面擦伤、车轮失圆、车轮高阶多边形、轴承故障等 钢轨侧伤损引发的问题 轨顶塌陷、低接头塌陷、曲线外轨侧磨、轨头核伤、轨顶疲劳起皮、轨顶塑留、轨角侧疲劳掉块、钢轨短波磨、钢轨极短波磨、钢轨长波磨、轨角塑流波磨、钢轨交替侧磨、纵向裂纹扩展、外轨内侧塑性掉边、轨角塑性掉边、工作面肥边、轨角鱼鳞纹、轨角剥离脱落、垂直轨裂、纵向轨裂、轨下鄂核伤、尖轨裂纹、辙岔芯轨磨耗、接头错差、辙岔翼轨肥边、护轨磨耗、道岔波磨 表 2 轮踏面上的各种问题和部分成因及可行措施
Table 2. Various defects and some mechanism of tread and possible treatments
磨损问题与图片 特征成因 措施 磨损问题与图片 特征成因 措施 一条或多条下凹带状磨耗,制动过度; 闸瓦材质不均 达到一定深度时旋轮 轮缘厚度磨耗大于踏面垂直磨耗; 曲线半径较小; 转向架导向不足; 轮缘欠润滑 采用经济旋模板旋轮; 优化转向架定位刚度等 踏面部与钢轨顶部廓形接近,运行稳定产生集中磨耗于滚动圆附近 旋轮或其他措施减少集中磨耗 表面因浅层疲劳而掉块; 浅层疲劳反复碾压 及时旋轮 整块脱落,内部裂纹扩展 及时探伤及旋轮 探伤时发现踏面内部缺陷,旋轮后发现内部裂纹扩展; 应力过于集中导致内部裂纹扩展 修正踏面外形; 减小应力集中; 及时旋轮 表面粗糙有碾压颗粒; 钢轨表面状态不佳,导致轮轨接触应力不均 打磨钢轨 圆周接触面上有明显局部伤痕; 制动力过大; 轮轨黏着过小 检查防空高转抱死系统 测量结果呈现不规则状态,粗糙度大于20 dB; 制动不均,车轨耦合振动导致不均匀磨耗 旋轮,优化轮轨系统,有条件时施加踏面制动 滚动圆测量结果呈现规则多边形,高阶粗糙度大于20 dB re 1 um; 轮轨耦合高频振动 旋轮,采用踏面随车光滑器 表 3 钢轨表面的各种问题和部分成因及可行措施
Table 3. Various defects and some mechanism of rail surface and possible treatments
磨损问题和图片 特征成因 措施 磨损问题和图片 特征成因 措施 轨顶局部凹陷; 车轮空转,局部意外冲击,钢轨材质 及时修复 钢轨接头处出现塌陷; 冲击振动 加强接头区刚度 外侧面严重磨损,趋向车轮轮缘外形; 曲线半径较小,润滑不足 间隔地润滑侧面 轨角呈现有一定角度的裂纹; 轮轨处于轨角接触区,应力和切向蠕滑均较大 打磨 轨顶浅层疲劳并剥离; 轮轨长期过载碾压,垂直磨耗低 打磨 轮轨横向蠕滑力过大; 钢轨材质问题,接触切向力过大 打磨 轨角处发生异常疲劳剥离; 轮轨接触点应力过大,轮轨廓形不良 打磨,校正钢轨廓形 轨顶面出现周期性下凹区,波长固定; 波磨生成条件具备时发生 及时打磨或轨顶摩擦控制 轨顶面出现周期性下凹区,波长固定; 波磨生成条件具备时发生 及时打磨或轨顶摩擦控制 轨顶面出现周期性下凹区,波长固定; 波磨生成条件具备时发生 及时打磨 轨角区出现周期性上凸区,波长固定; 轮轨碾压塑性流动 及时打磨 直线或大半径曲线轨道上发生间隔性侧面磨耗,波长为30~50 m; 钢轨廓形异常激发列车低频运动; 缓和曲线激励 控制打磨纵向横断面的一致性 表 4 钢轨内部各种疲劳问题和部分成因及可行措施
Table 4. Various rail internal fatigue and some mechanism and possible treatments
磨损问题和图片 特征成因 措施 磨损问题和图片 特征成因 措施 轮轨接触应力过大,反复碾压导致; 垂直磨耗小,疲劳裂纹扩展 及时探伤打磨 轨下颚出现内部裂纹并扩展; 横向力协同作用使轨下颚处应力最大 更换钢轨 内部裂纹扩展; 轮轨接触应力大 及时探伤更换 轨角处疲劳扩展区发生掉块; 鱼鳞裂纹后反复碾压导致金属剥离 检查裂纹是否向内发展,有则需要更换钢轨 垂向裂纹扩展并断裂; 轮轨垂横向作用过大,疲劳扩展 及时检查更换钢轨 钢轨焊接区出现垂向裂纹向纵向发展直至断裂; 焊接区应力问题引起疲劳裂纹扩展 更换钢轨 辙岔芯轨顶部至顶宽30 mm以下; 因几何尺寸或者接头错差等 调整几何尺寸,轻度损害打磨,中度焊补与重度更换联合 尖轨尖端至顶宽30 mm以下; 较大冲击; 工作边未倒角; 过度打磨 联合通号专业调整几何尺寸,再对该处进行打磨处理与倒角打磨 道岔区段钢轨顶面波浪形磨耗 钢轨打磨 接头错差(死缝) 平侧面与顶面平直度差异,侧面或顶面形成1 mm以上的成为错差; 因扣件扣压力不足导致钢轨爬移产生 用钢轨拉伸器来调整 辙岔翼轨作用边一侧钢轨顶面扩宽; 不良受力导致的钢轨表面金属塑性流动与堆积 打磨 护轨上的一种侧向磨耗; 几何尺寸(尤其是查照间隔、护背距离、护轨与基本轨距离)不良导致 调整几何尺寸,打磨 表 5 道岔区各种问题和部分成因及可行措施
Table 5. Various turnout zone defects and some mechanism and possible treatments
磨损问题及图片 特征成因 措施 磨损问题及图片 特征成因 措施 辙岔芯轨顶部至顶宽30 mm以下; 因几何尺寸或接头错差等 调整几何尺寸,轻度损害打磨,中度焊补,重度更换联合 尖轨尖端至顶宽30 mm以下; 较大冲击; 工作边未倒角; 过度打磨 联合通号专业调整几何尺寸,再对该处进行打磨处理与倒角打磨 道岔区段钢轨顶面波浪形磨耗 钢轨打磨 接头错差(死缝) 平侧面与顶面平直度差异,侧面或顶面形成1 mm以上的成为错差; 因扣件扣压力不足导致钢轨爬移产生 用钢轨拉伸器来调整 辙岔翼轨作用边一侧钢轨顶面扩宽; 不良受力导致钢轨表面金属塑性流动与堆积 打磨 护轨上的一种侧向磨耗; 几何尺寸(尤其是查照间隔、护背距离、护轨与基本轨距离)不良导致 调整几何尺寸,打磨 表 6 钢轨材质塑性流动问题和部分成因及可行措施
Table 6. Various rail surface plastic deformation and some mechanism and possible treatments
磨损问题和图片 特征成因 措施 磨损问题和图片 特征成因 措施 工作边塑性纵向条状剥离; 轮轨接触不良 及时廓形打磨 外轨侧面下部塑性流动并脱落; 轮轨横向作用力过大 及时打磨 轨距拉杆的局部受力过大引起轨底局部塑性边形和横向裂纹 局部更换 顶面明显塑性流动挤出金属材料; 轮轨垂向作用力过大 打磨 表 7 某地铁线路上测量的波磨关键特征
Table 7. Basic features of rail corrugation measured on a metro line
测量点序号 测量轨道特征 波长/mm 平均波深/mm 1 400 m半径曲线 200 0.70 2 400 m半径曲线 200 0.50 3 400 m半径曲线 160~200 0.20 4 9号道岔导曲线 100~120 0.30 5 9号道岔导曲线 70~80 0.80 6 400 m半径曲线 160~220 0.20 7 400 m半径曲线 150~160 0.10 8 400 m半径曲线 100~120 0.15 9 400 m半径曲线 100 0.10 -
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