钢轨擦伤形成机理、检测与防治综述

侯博文; 乔林川; 高亮; 秦家栋; 刘秀波; 马超智

doi:10.19818/j.cnki.1671-1637.2024.02.004

钢轨擦伤形成机理、检测与防治综述

doi: 10.19818/j.cnki.1671-1637.2024.02.004

侯博文^{1, 2, 3,},
乔林川^{1, 2},
高亮^{1, 2, ,},
秦家栋^{1, 2},
刘秀波⁴,
马超智^{1, 2}

1.
北京交通大学土木建筑工程学院，北京 100044
2.
北京交通大学轨道工程北京市重点实验室，北京 100044
3.
北京交通大学轨道交通安全协同创新中心，北京 100044
4.
中国铁道科学研究院集团有限公司基础设施检测研究所，北京 100081

基金项目:

国家自然科学基金项目 52378428

国家铁路局课题 KF2023-027

中国国家铁路集团有限公司科技研究开发计划 N2023G078

详细信息

作者简介:
侯博文(1985-)，男，辽宁沈阳人，北京交通大学副教授，工学博士，从事轨道工程与工务管理研究

通讯作者:
高亮(1968-)，男，山东滕州人，北京交通大学教授，工学博士

中图分类号: U216.4
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- 文章访问数: 382
- HTML全文浏览量: 50
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- 被引次数: 0
出版历程
- 收稿日期: 2023-12-19
- 网络出版日期: 2024-05-16
- 刊出日期: 2024-04-30

Review on formation mechanism, detection and prevention of rail squat

HOU Bo-wen^{1, 2, 3
,},
QIAO Lin-chuan^{1, 2},
GAO Liang^{1, 2
, ,},
QIN Jia-dong^{1, 2},
LIU Xiu-bo⁴,
MA Chao-zhi^{1, 2}

1.
School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China
2.
Beijing Key Laboratory of Track Engineering, Beijing Jiaotong University, Beijing 100044, China
3.
Collaborative Innovation Center of Railway Traffic Safety, Beijing Jiaotong University, Beijing 100044, China
4.
Infrastructure Inspection Research Institute, China Academy of Railway Sciences Co., Ltd., Beijing 100081, China

Funds:

National Natural Science Foundation of China 52378428

Project of National Railway Administration KF2023-027

Science and Technology Research and Development Project of China State Railway Group Co., Ltd. N2023G078

More Information

Author Bio:
HOU Bo-wen(1985-), male, associate professor, PhD, houbw@bjtu.edu.cn

GAO Liang(1968-), male, professor, PhD, lgao@bjtu.edu.cn

摘要

摘要: 针对铁路运营过程中存在的钢轨擦伤问题，从擦伤的深度、裂纹扩展角度、尺寸等方面总结了擦伤的具体形态特征，论述了钢轨擦伤的扩展过程；系统分析了钢轨擦伤的形成机理，从塑性变形和热致相变2个成因角度分析了轮轨接触压力、接触区应力应变、接触区温度变化在擦伤形成过程中的作用机制；从机车车辆性能、线路参数、轨道类型等方面明确了影响钢轨擦伤发展的主要因素；调研了基于轴箱加速度等不同方式的钢轨擦伤现场检测方法，对比分析了各种方法在擦伤检测方面的适用性；结合擦伤的形成机理与影响因素，从车辆牵引/制动控制、钢轨打磨等角度分析了擦伤防治的有效措施与策略。研究结果表明：目前对于钢轨擦伤形成机理及发展过程的研究主要采用现场调研、样本试验模拟和数值仿真等手段；由轮轨之间的大蠕滑、滑动状态所引起的钢轨母材极限变形、热致相变是钢轨擦伤形成的主要原因，列车运行状态、线路平纵断面参数和线下基础类型等因素会影响轮轨之间的接触状态，从而诱发擦伤的形成和发展；按照钢轨擦伤的检测方式划分，目前主要可采用轴箱加速度响应法、频响函数法与涡流探测法等，但各类检测方法的精度对于不同程度的擦伤有一定差别；针对钢轨擦伤的防治方面，在擦伤形成之前，控制列车牵引/制动过程中的轮轨黏着超限对于预防擦伤较为有效，在擦伤形成后，根据擦伤的不同程度可通过分级打磨或换轨等方式来降低安全隐患。
- 铁道工程 /
- 钢轨擦伤 /
- 形成机理 /
- 影响因素 /
- 防治措施
Abstract: In view of the problem of rail squat in the operation of railways, the specific morphological characteristics of rail squat such as squat depth, crack propagation angle, and squat size were summarized. The propagation process of rail squat was discussed. The formation mechanism of rail squat was analyzed systematically. The action mechanisms of wheel-rail contact pressure, stress/strain in the contact zone, and temperature change in the contact zone during squat formation were analyzed from the perspectives of plastic deformation and thermal phase transformation. The main factors affecting the development of rail squat were defined from the aspects of locomotive and vehicle performances, line parameters, track types, and other factors. The different field detection methods of rail squat such as axle box acceleration were investigated, and the applicabilities of various methods in squat detection were compared and analyzed. According to the formation mechanism and influencing factors of the squat, the effective measures and strategies for preventing and controlling the squat were analyzed from the perspectives of vehicle traction/braking control and rail grinding. Test results show that at present, the research on the formation mechanism and development process of rail squat mainly adopts the means of field investigation, sample test simulation, and numerical simulation. The ultimate deformation and thermal phase transformation of rail base metal caused by the large creep and sliding state between wheel and rail are the main reasons for the formation of rail squat. The contact state between wheel and rail will be affected by the factors such as train operation state, horizontal and vertical section parameters of the line, and the type of foundation under the line, thus inducing the formation and development of rail squat. According to the detection modes of rail squat, at present, the axle box acceleration response method, frequency response function method, and eddy current detection method can be mainly used, but the detection accuracies of different methods are different for squat to varying degrees. As for the prevention and control of rail squat, it is more effective to control the wheel and rail adhesion overrun in the process of controlling train traction/braking before the formation of squat. The safety hazards can be reduced by grading grinding or changing rail according to the degree of formed squat.
- railway engineering /
- rail squat /
- formation mechanism /
- influencing factor /
- prevention measure

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图 1 常见钢轨伤损类型

Figure 1. Common types of rail defect

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图 2 典型擦伤形态

Figure 2. Typical squat form

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图 3 车轮经过时，擦伤区域2种不同受力状态

Figure 3. Two different stress states in squat area when wheel passes by

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图 4 凹陷区域光滑和粗糙部分对比

Figure 4. Comparison of smooth and rough parts in depression area

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图 5 钢轨擦伤不同阶段的特征

Figure 5. Characteristics of different stages of rail squat

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图 6 轮轨接触有限元模型

Figure 6. Finite element model of wheel-rail contact

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图 7 轮轨接触力-热耦合模型

Figure 7. Force-thermal coupling model of wheel-rail contact

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图 8 典型的焊缝处擦伤

Figure 8. Typical squats at welds

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图 9 塑性变形较为严重的区域产生裂纹

Figure 9. Cracks in areas with severe plastic deformation

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图 10 钢轨在剪切变形下形成的白层

Figure 10. WEL of rail formed under shear deformation

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图 11 计算摩擦热温升的轮轨接触模型

Figure 11. Wheel-rail contact model for calculating temperature rise due to frictional heat

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图 12 受损钢轨样品的横截面微观结构

Figure 12. Cross sectional microstructure of damaged rail sample

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图 13 擦伤在不同区间的分布

Figure 13. Distributions of squats in different intervals

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图 14 曲线线路上的擦伤数量统计

Figure 14. Statistics on numbers of squat on curve lines

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图 15 不同坡度下的擦伤频率分布

Figure 15. Distributions of squat frequency under different slopes

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图 16 擦伤在轨枕上和轨枕之间的数量分布

Figure 16. Distributions of numbers of squats on and between sleepers

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图 17 擦伤在混凝土枕和木枕上的数量分布

Figure 17. Distributions of numbers of squats on concrete sleepers and wooden sleepers

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图 18 擦伤调研的现场照片

Figure 18. Site photos of squat investigation

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图 19 ABA原理

Figure 19. Principle of ABA

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图 20 锤击试验装置

Figure 20. Hammer impact test device

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图 21 基于列车的涡流检测系统

Figure 21. Train based eddy current detection system

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表 1 擦伤距离分布

Table 1. Distributions of squat distances

编号	钢轨位置	擦伤距离/m	擦伤个数
1	35 km +28号	1.8	2
2	41 km +14号右轨上行	1.8	2
3	74 km +31号右轨上行	1.8×2	3
4	74 km +31号左轨上行	1.8×2	3
5	91 km +5号右轨下行	1.8×2	3
6	91 km +14号左轨下行	1.8	2
7	104 km +9号上行	1.8	2
8	未知里程1	1.8	2
9	未知里程2	1.8	2
10	未知里程3		1

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表 2 各类型机车参数

Table 2. Parameters of various types of locomotives

机车类型	轴重/t	转向架轴距/mm	轴距/mm
SS₈	22	2 900	2 900
DF_4D	23	3 600	1 800
DF₁₁	23	4 000	2 000
DF_11C	23	4 000	2 000
HXD_3C	25	2 250+2 000	2 250/2 000
CRH₂	≤14	2 500	2 500
CRH₅	≤17	2 700	2 700

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表 3 不同坡度的擦伤频数

Table 3. Squat frequencies of different slopes

参数	0‰	8‰~9‰	其他	总计
坡度擦伤频数	11.0	30.0	28.0	69.0
擦伤频数百分比/%	15.9	43.4	40.7	100.0
坡长/m	10 999.5	46 009.8	179 842.7	236 852.0
坡长百分比/%	4.6	19.4	76.0	100.0

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