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摘要: 以某正在运行的C0-C0轴式电力机车为研究对象, 考虑了机车传动系统的影响, 基于Archard磨耗模型, 建立了电力机车的车轮磨耗计算模型, 研究了恒速与起动工况下车轮的磨耗, 根据某实际线路计算车轮磨耗, 并与实测数据进行对比, 研究了机车正常运行过程中出现的轮缘非正常磨耗。分析结果表明: 当车辆恒速运行2.6×105 km, 牵引力由40kN增大到120kN和由120kN增大到200kN时, 磨耗分别增加了0.74、1.74mm, 因此, 随着牵引力增大磨耗急剧增加; 机车起动过程中增加牵引力可以获得更大的加速度, 随着牵引力增大, 蠕滑率明显增大, 因此, 增加牵引力可节约运行时间, 但同时会产生更大磨耗; 通过与车轮磨耗实测数据对比, 车轮磨耗计算模型较为准确, 在踏面处仿真计算结果与实测结果具有很好的一致性; 由于车轮磨耗计算模型未考虑材料的塑性流动与道岔的影响, 在轮缘处的仿真结果与实测结果有一定的差异; 降低二位轮对横动量和轨侧润滑能够大幅降低车轮磨耗, 当二位轮对横动量由15mm降低为10mm时, 二位轮对累积磨耗降低了15.4%;轨侧润滑后一~三位轮对最大累积磨耗分别降低了13.40%、21.32%、6.46%。Abstract: Taking a running C0-C0 shaft type electric locomotive as research object, the wheel wear calculation model of electric locomotive was established based on the Archard wear model, and the influence of locomotive drive system was considered in the model.The wheel wears under constant speed and starting conditions were studied.The wheel wear was calculated according to a actual line, and was compared with the measured data.The abnormal wear of wheel flange during the normal operation of locomotive was studied.Analysis result shows that when the vehicle runs 2.6×105 km at a constant speed, and the traction forces increase from 40 kN to120 kN and 120 kN to 200 kN, the wears increase by 0.74 mm and 1.74 mm respectively, so the wear increases rapidly with the increase of traction force.Increasing the traction force during locomotive starting process can obtain greater acceleration.With the increase of traction force, the creep rate increases obviously.Increasing the traction force can save running time, but wear increases at the same time.Compared with the measured data of wheel wear, the wheel wear calculation model is comparatively accurate, and the simulation result at the tread surface is ingood consistency with the measured result.Because the plastic flow of materials and the influence of railway switch are not considered in the wheel wear calculation model, the simulation result of wheel rim has difference with the measured result.The wheel wear greatly reduces when reducing the transverse momentum of second wheelset and rail-side lubrication. When the transverse momentum of second wheelset reduces from 15 mm to 10 mm, the cumulative wear of middle wheelset reduces by 15.4%.After rail-side lubrication, the maximum cumulative wears of the first wheelset, the second wheelset and the third wheelset decrease by 13.40%, 21.32%, 6.46%, separately.
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Key words:
- locomotive engineering /
- wheel wear /
- traction force /
- creep rate /
- drive system /
- abnormal wear of wheel flange
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图 5 恒速工况不同牵引力下的蠕滑率曲线
Figure 5. Creep rate curves under different traction forces and constant speed condition
图 8 起动工况不同牵引力下的蠕滑率曲线
Figure 8. Creep rate curves under different traction forces and starting condition
图 13 不同横动量车轮累积磨耗
Figure 13. Wheel cumulative wears under different transverse momentums
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