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

KOU Jie, ZHANG Ji-min, ZHOU He-chao, WANG Cheng-ping. Wheel-rail wear characteristics of intercity EMUs on curve in worn stages[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 279-288. doi: 10.19818/j.cnki.1671G1637.2021.03.020

Citation:

KOU Jie, ZHANG Ji-min, ZHOU He-chao, WANG Cheng-ping. Wheel-rail wear characteristics of intercity EMUs on curve in worn stages[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 279-288. doi: 10.19818/j.cnki.1671G1637.2021.03.020

Citation:

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

doi: 10.19818/j.cnki.1671G1637.2021.03.020

KOU Jie^{1, 2
,},
ZHANG Ji-min^1
,,
ZHOU He-chao^{1
,
,},
WANG Cheng-ping¹

1.
Institute of Rail Transit, Tongji University, Shanghai 201804, China
2.
China Aerodynamics Research and Development Center, Mianyang 621000, Sichuan, China

Funds:

National Key Research and Development Program of China 2018YFB1201603

More Information

Author Bio:
KOU Jie(1994-), male, doctoral student, 1610776@tongji.edu.cn

ZHANG Ji-min(1969-), male, professor, PhD, zjm397a@163.com
Corresponding author: ZHOU He-chao(1985-), male, assistant professor, PhD, zhouhechao@tongji.edu.cn
Received Date: 2020-12-16
Available Online: 2021-08-27
Publish Date: 2021-08-27

Abstract

Abstract

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.
- rail transit,
- worn profile,
- wheel-rail contact characteristic,
- FE analysis,
- there-dimensional rolling contact,
- wear rate

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0. 引言

As the core part of the rail vehicle system, wheel rail contact affects the safety and stability of vehicle operation. After a period of wear, the wheel rail profile will change. Therefore, the shape of the wheel and rail of the rail vehicle will be in a worn state for most of the time. After wear, the contact characteristics between the wheel and rail will change, which will also affect the dynamic characteristics of the vehicle passing through the curve and further affect the wear characteristics of the wheel and rail. Studying the contact and wear characteristics of the wheel rail after wear, reducing further wear of the wheel rail, can provide theoretical reference and basis for reducing wheel rail noise, ensuring the safety of vehicle service, and improving the economic efficiency of wheel operation^[1-2].

1. Analysis of wheel rail contact characteristics

Figure 1. Wheel profiles

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Figure 2. Rail profiles

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Figure 3. Wheel-rail contact distributions in different worn stages

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followFigure 3It can be seen that the contact points between the new wheel new rail and the old wheel new rail are relatively evenly distributed on the surface of the wheel and rail; In other cases, the wheel rail contact points are mainly distributed on the wheel tread and rim side, and there is no wheel rail contact distribution at the root of the rim; When the lateral displacement of the wheelset is large, there is a situation where the contact point between the wheel and rail jumps directly from the tread to the wheel rim. At the same time, the wheel rail contact points on the rails also exhibit contact jumping characteristics in these four situations. The contact points are mainly distributed in the middle of the rail top and at the rail angle or rail side, and the wear area of the wheels and rails is relatively narrow, with more concentrated wear.

The equivalent taper of wheel rail contact under different wear states is as follows:Figure 4As shown in the figure, it can be seen that the equivalent taper of the contact between the new wheel and the new rail, as well as between the old wheel and the new rail, increases significantly when the lateral displacement is 9 mm. The equivalent taper of the contact between the old wheel and the new rail increases when the lateral displacement is 9 mm, but does not increase significantly until 15 mm, indicating that the wheel rim is in contact with the steel rail; The equivalent taper of these three types of surface wheels in contact with the old rail only increases significantly after the lateral movement of the wheelset reaches 15 mm; Under the interaction between the old wheel and the old rail, the equivalent taper only increases significantly when the lateral movement of the wheel reaches 19 mm. The reason for this is that the wear of the wheel rim and the lateral wear of the rail cause a large lateral gap between the wheel and rail; Within the range of 0-8 mm lateral displacement of the wheelset, the equivalent taper of the new wheel new rail contact increases linearly. In addition, under the other five types of contacts, the equivalent taper remains basically unchanged and is smaller than the equivalent taper of the new wheel new rail contact; Based on the distribution diagram of wheel rail contact and the comparison diagram of equivalent taper, it can be seen that in addition to the contact between new wheels and new rails, in the other five cases, the wheel rail contact point is prone to jump from the tread to the rim.

Figure 4. Equivalent conicities in different worn stages

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2. Calculation of Vehicle Dynamics Characteristics

To study the wear characteristics of wheel rail wear, it is necessary to first calculate the vehicle dynamic characteristics under different wear states. This article establishes a dynamic model of CRH6A intercity high-speed train, considering the nonlinear components in the vehicle system. To verify the accuracy of the dynamic model, the three-dimensional vibration acceleration of the vehicle body at a transverse distance of 1 m above the frame during straight-line operation was measured, and the spectral distribution characteristics were analyzed. Perform rigid body modal calculations on the multi-body dynamics model of the vehicle, and obtain the vibration frequencies corresponding to five rigid body modes of the vehicle: lateral sway, yaw, roll, heave, and nodding. Simulation calculations and experimental results for exampleTable 1As shown. The frequencies of the five vibrations are very close, with differences of less than 8%. The correctness of the dynamic model has been verified and can be used for further research.

Table 1. Rigid-body modes comparison between simulation and test vehicles

振型		横摆	摇头	侧滚	浮沉	点头
振动频率/Hz	仿真	0.61	0.98	1.61	2.28	3.26
振动频率/Hz	试验	0.59	1.05	1.50	2.11	3.27
误差/%		2.56	6.22	1.58	7.85	0.43

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This article sets the total length of the calculated route as 1200 m, the radius of the circular curve as 500 m, the length as 800 m, the curve superelevation as 20 mm, the length of the transition curve as 100 m, and the running speed of the vehicle as 70 km · h^-1The steady-state contact characteristics when the wheel rail passes through a curve are the main influencing factor of wheel rail wear. The vibration caused by track roughness only affects the amplitude of the wheel rail contact characteristic value of the vehicle on a circular curve, and has little effect on the mean value. Therefore, track roughness is not included in the calculation. The lateral displacement of the wheelset and the wheel rail angle of attack are two important parameters that affect the relative contact position between the wheel and rail. The actual rolling angular velocity and translational velocity of the wheelset will have a significant impact on the creep rate of the wheelset. The vertical force of the interaction between the wheelset and the rail will affect the contact stress state between the wheel and rail, thereby affecting the wear characteristics of the wheel. The average calculation results of these 5 main dynamic indicators on circular curves under 6 types of wheel rail interactions when vehicles pass through curves are as follows:Table 2As shown and used as input boundary conditions for finite element calculations.

Table 2. Main dynamics factors

指标		角速度/(rad·s^-1)	速度/(m·s^-1)	垂向力/kN	轮对横向位移/mm	轮轨冲角/mrad
接触对	新轮-新轨	42.13	19.44	67.13	9.75	4.42
	旧轮1-新轨	42.20	19.45	67.34	10.80	4.79
	旧轮2-新轨	42.14	19.45	67.11	14.57	4.44
	新轮-新轨	42.17	19.45	67.16	19.11	4.57
	旧轮1-旧轨	42.23	19.45	67.53	20.10	5.00
	旧轮2-旧轨	42.20	19.45	67.48	19.82	4.61

| Show Table

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followTable 2It can be seen that the forward translational speed of the wheel is uniformly preset, and the speed is equal under six different interaction situations, which are affected by the lateral movement of the wheelset; The actual rolling circle radius is different, so there is a slight difference in the rotational angular velocity of the wheels; The vertical force between the wheel and rail is around 67 kN, with little difference; Under the interaction between the new and old wheels 1 and the new rail, the relative lateral displacement of the wheelset is around 10 mm. Under the interaction between the old wheel 2 and the new rail, the relative lateral displacement of the wheelset reaches 14.57 mm, which is due to the increase in wheel rail clearance after wheel side wear; Under the interaction between Chinese LMA, old wheel 1, and old wheel 2 and the worn steel rail, the maximum lateral displacement of the wheel set can reach 19 mm, because the gap between the wheel and rail increases significantly after the side wear of the steel rail; Compared with wheel wear, rail side wear has a more significant impact on the maximum lateral displacement of the wheelset; When the old wheel 1 interacts with the new rail and the old rail, the wheel rail angle of attack is larger than the other four cases, and the probability of wheel flange contact increases, which can easily lead to wheel flange wear.

3. Wear Calculation Based on ALE Finite Element Method

Figure 5. Finite element model of wheel-rail steady-state rolling contact

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Archard^[29]Studied the wear laws between solid contact surfaces and proposed corresponding wear models. According to Archard's law of wear, the wear volume is proportional to the normal load and sliding distance. The influence of normal load and relative velocity of contact surface on wear has been studied by Lim et al^[30]Draw it onto the wear chart. The Archard wear model has been widely used in analyzing the wear calculation of metal contact. Therefore, this article uses the Archard wear model to calculate the wear rate of the wheel surface. In the Archard model, wear only occurs when there is relative slip velocity between objects in contact. In the ABAQUS finite element model, the wheel rail friction model is based on Coulomb's friction law and utilizes Lagrange multipliers to apply constraints without tangential sliding. By setting the threshold of friction vector, the slip zone and adhesion zone of the contact area can be distinguished, such asFigure 6As shown.

Figure 6. Wheel-rail contact area

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In the adhesive area, the frictional force of the node is

${\tau _i} = {q_i} + {k_0}\Delta {\gamma _i}$

(1)

In the sliding region, the frictional force of the node is

${\tau _i} = {\tau _{\text{c}}}\frac{{\Delta {\gamma _i}}}{{\Delta \gamma }}$

(2)

${\tau _{\text{c}}} = \mu p$

(3)

$\tau = \sqrt {(\tau _1^2 + \tau _2^2)}$

(4)

In the formula:τ_cFor the threshold of frictional force;γThe total relative sliding displacement of nodes; ΔγThe change in the total relative sliding displacement of nodes;μFor friction coefficient;pNormal contact stress at the node;τFor the resultant force of frictional force at the contact point,τ> τ_cThe contact point state changes from adhesion to slip.

${V_{\text{w}}} = \frac{{kNL}}{H}$

(5)

$L = \smallint v{\text{d}}t$

(6)

$N=pA$

(7)

$h = \frac{{{V_{\text{w}}}}}{A} = \frac{{kp\smallint v{\text{d}}t}}{H}$

(8)

$w = \frac{{kpv}}{H}$

(9)

In the formula:V_wVolume of worn material;LAccumulate sliding distance for nodes;tFor wheel rail contact time;NFor normal force;AFor contact area;HFor the hardness of the softer material in the two-phase contact object, take 260 HV (the surface hardness of the wheel is 360 HV, and the surface hardness of the rail is 260 HV);hDepth of node wear;vRelative creep speed of nodes;wNormal wear rate of nodes;kThe dimensional wear coefficient is related to the normal stress and relative sliding speed of wheel rail contact, and its magnitude varies greatly,kThe range of values^[9]in compliance withFigure 7As shown.

Figure 7. Ranges of dimensionless wear coefficient

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4. Wheel rail wear characteristics

4.1 接触特性指标

Table 3. Wheel-rail contact characteristic factors

接触对	法向接触应力/MPa	接触斑面积/mm²	接触类型	纵向摩擦力/MPa	横向摩擦力/MPa
新轮-新轨	1 158	111	单点	-303	159
旧轮1-新轨	1 803	187	三点	-449	235
旧轮2-新轨	1 668	64	单点	-408	227
新轮-旧轨	2 017	69	两点	-545	-342
旧轮1-旧轨	1 370	160	四点	-405	-231
旧轮2-旧轨	1 200	114	单点	12	35

| Show Table

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followTable 3It can be seen that the normal contact stress under the interaction of new wheel old rail, old wheel 1-new rail, and old wheel 2-new rail reached 2017, 1803, and 1668 MPa, respectively. The maximum contact stress under these three contact conditions is more than 20% higher than that under the three contact conditions of new wheel new rail, old wheel 1-old rail, and old wheel 2-old rail, which will result in an internal wear coefficient in the contact areakRelatively large; From the contact area data, it can be seen that under the two contact conditions of new wheel new rail and old wheel 2-new rail, the contact area is less than 70 mm²The contact area is significantly lower than the other four working conditions, which is consistent with the result that the maximum normal contact stress between the wheel and rail is larger; Under the interaction between the old wheel and the new rail, the contact area is 187 mm²And the normal contact stress is also relatively high, due to the existence of multiple points of contact between the wheel and rail. The contact area at the tread is large but the contact stress is small, while the contact area at the wheel flange is small and the contact stress is large, resulting in more concentrated stress. Therefore, the maximum stress is significantly higher; From the longitudinal and transverse creep forces between the wheel and rail, it can be seen that the creep forces under the first five types of wheel rail interactions are relatively close. Only under the old wheel rail interaction, the longitudinal and transverse creep forces are 12 and 35 MPa, respectively, which are significantly lower than the creep forces under the first five contact conditions. At this time, the relative motion of the nodes in the indirect contact patch between the wheel and rail is relatively small, and the wear is relatively low.

4.2 法向接触应力分布

The normal contact stress distribution on the wheel contact surface can reflect the distribution of wear areas on the wheel surface,Figure 8~11The distribution characteristics of normal contact stress on the wheel surface under four types of wheel rail contact states, namely old wheel 1-new rail, old wheel 2-new rail, new wheel new rail, and old wheel 1-old rail, were displayed separately.

Figure 8. Normal contact stress of old wheel 1-new rail

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Figure 9. Normal contact stress of old wheel 2-new rail

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Figure 10. Normal contact stress of new wheel-old rail

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Figure 11. Normal contact stress of old wheel 1-old rail

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followFigure 8~11It can be seen that under the interaction of new wheel old rail, old wheel 1-new rail, and old wheel 1-old rail, two-point contact, three-point contact, and four point contact occur respectively; Under these four types of wheel rail interactions, the maximum normal contact stresses on the wheel surface are 1 803, 1 668, 2 017, and 1 370 MPa, respectively; Under multi-point contact, the normal contact stress at the tread contact point is relatively small compared to the wheel flange contact point. The contact points at the root or side of the wheel flange exhibit stress concentration, and the maximum stress on the wheel surface is distributed at the wheel flange; Although the normal contact stress value between the old wheel and the new rail is relatively high, the wheel rail contact is a single point contact at the tread, and there will be no wear on the wheel rim at this time.

4.3 wear rate

According to equation (4), the contact area can be divided into adhesion zone and slip zone. The distribution of adhesion and slip on the wheel contact surface with different degrees of wear is as follows:Figure 12As shown.P₁~P₄They are different contact points under a certain type of wheel rail interaction. When there are multiple points of contact in the figure, different markers are used to label the contact points for distinction. By using equation (9) in the slip zone, the wear rate of each node within the contact patch can be calculated, and a three-dimensional distribution map of the contact patch can be drawn as follows:Figure 13As shown.

Figure 12. Stick-slip distributions on wheel surfaces in different worn stage

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Figure 13. Wear rates of wheels in different worn stages

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causeFigure 12It is known that:Figure 12 (b)~(d)Presenting multi-point contact, under multi-point contact, the contact spot appears non elliptical, while under single point contact, the contact spot approximates elliptical shape; In the wheel flange contact area with multiple points of contact, contact pointsP₂~P₄The contact spot appears as a long strip with a large aspect ratio. According to Archard's wear theory, wheel rail wear only occurs in the slip zone, and the wear rate in the adhesive zone is 0. Therefore,Figure 13The three-dimensional graph of slip rate presents the distribution characteristics of non smooth faults.

5. conclusion

(1) Compared with the contact between new wheels and new rails, under the wheel rail contact after the wear of the wheels or rails, the possibility of the wheels sticking to the rails increases, and the distribution characteristics of the wheel rail contact points from the tread surface to the wheel rim appear. Within the range of 0-8 mm lateral displacement of the wheelset, the equivalent taper is relatively small and basically unchanged.

(3) Under the interaction between new wheels and worn rails in the early stage of wear, multiple points of contact appear between the wheels and rails. The contact points at the wheel rim exhibit stress concentration and high wear rate, with the maximum wear rates of the wheels reaching 2.60 × 10 ^ 2^-5、 3.82×10^-5And 3.92 × 10^-5mm·s^-1The wear rate is at least one order of magnitude higher than under the three effects of new wheel new rail, old wheel 2-new rail, and old wheel 2-old rail.

(4) Compared with new wheels and wheels in the early stage of wear, when the wheel wear reaches its limit, the wear rate of the wheel is relatively small, but the smaller thickness of the wheel rim can lead to safety issues during vehicle operation.

References(30)

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doi: 10.19818/j.cnki.1671G1637.2021.03.020