动车所小半径曲线钢轨磨耗研究

Research on Rail Wear of Small Radius Curve in EMU Depot

基于多体动力学软件UM,采用Kik-Piotrowski模型模拟轮轨接触、Archard磨损模型模拟钢轨磨耗,构建CRH5型动车车辆—轨道耦合动力学模型,对广州东动车所200和350 m小半径曲线以及太原南动车所250和300 m小半径曲线钢轨磨耗进行研究。结果表明:曲线直圆点、曲中点、圆直点处的钢轨磨耗由大到小依次为曲中点、圆直点、直圆点;随着行车速度的增加,小半径曲线钢轨磨耗增加,且半径越小、增加越快,曲线内轨磨耗最大值可达2.29 mm,曲线外轨可达10.11 mm;随着列车通过辆数的增加,磨耗范围呈扩大趋势;钢轨磨耗随曲线半径的增加而减小;车辆动力响应随钢轨磨耗的增大呈增大趋势,其中脱轨系数受影响最大,当通过车辆数达到100万辆时脱轨系数超过限值,有脱轨风险。

Based on the multi-body dynamics software UM, Kik-Piotrowski model was used to simulate wheelrail contact, and Archard wear model was used to simulate rail wear. The CRH5 vehicle-track coupling dynamics model was constructed to study the rail wear of the 200 and 350 m small radius curves in Guangzhou East EMU Depot and 250 and 300 m small radius curves in Taiyuan South EMU Depot. Results show that the rail wear at the straight circle point, the center point and the circle straight point of the curve is in the order of the center point > the circle straight point > the straight circle point. The rail wear of small radius curves increases with the increase of running speed, and the smaller the radius, the faster the increase. The maximum rail wear of the inner rail can reach 2. 29 mm, and that of the outer rail can reach 10. 11 mm. With the increase of the number of trains passing through, the wear range tends to expand. The rail wear decreases with the increase of the curve radius. The dynamic response of vehicle increases with the increase of rail wear, in which the derailment coefficient is most affected. When the number of passing vehicles reaches 1 million, the derailment coefficient exceeds the limit value, and there is a risk of derailment.