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YANG Yang, DING Jun-jun, LI Fei, LI Dong-yu, LI Jin-cheng. Research on wheel wear under locomotive traction condition[J]. Journal of Traffic and Transportation Engineering, 2017, 17(5): 81-89.
Citation: YANG Yang, DING Jun-jun, LI Fei, LI Dong-yu, LI Jin-cheng. Research on wheel wear under locomotive traction condition[J]. Journal of Traffic and Transportation Engineering, 2017, 17(5): 81-89.
shu

Research on wheel wear under locomotive traction condition

  • 1.

    School of Mechanical Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

  • 2.

    China Railway Materials Beijing Company Limited, Beijing 100053, China

More Information
  • Author Bio:

    YANG Yang(1991-), male, doctoral student, yyxnjd@163.comyyxnjd@163.com

    LI Fu(1956-), male, professor, PhD, lifu@home.swjtu.edu.cn

  • Received Date: 2017-06-02
  • Publish Date: 2017-10-25
    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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