轮轨波磨形成机理与再现试验

Mechanism and Experimental Formation of Wheel/Rail Corrugation

根据非线性振动理论和赫兹理论,分析了钢轨波磨与轮轨纵向自激振动幅值和接触椭圆纵向轴长的关系.分析表明,钢轨波磨产生的机理是轮对自激振动幅值大于接触椭圆纵向轴长;对于实际的轮轨系统,波磨产生的条件是轮对横移量大于临界值.据此,对波磨形成的过程进行了仿真计算并设计了再现试验.计算结果表明,在轮对横移量为8 mm时,接触表面产生短波长(16～20 mm)波磨.再现试验用机车轮对在滚动振动试验台上进行.当横移量为8和11 mm时,均产生波磨.前者波长均匀,约20 mm;后者波长不均匀,在18～27mm之间.横移量为6 mm时无明显波磨.仿真计算和试验均支持关于波磨产生的机理和条件的结论.

The relationship between wheel/rail （W/R） corrugation and the wavelength of longitudinal self-vibration and the longitudinal axis of contact ellipse was analyzed based on the nonlinear vibration and Hertzian theories. The analysis shows that the mechanism of W/R corrugation is that the wavelength of longitudinal self-vibration is larger than the longitudinal axis of contact ellipse ; for a real W/R system, the criterion is that the lateral displacement of the wheelset is larger than a critical value. Numerical simulation and test were conducted to verify the proposed mechanism and criterion. The simulation results show that corrugations with lengths between 16 to 20 mm appear when the lateral displacement of the wheelset is 8 mm. Corrugation test was conducted on a rolling vibration test rig. Corrugations form when the lateral displacements of the wheelset are 8 and 11 mm, and the lengths are about 20 mm and 18 to 27 mm, respectively, under the former and the latter conditions. There is no obvious corrugation when the lateral displacement is 6mm.