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针对机车运行中出现轮缘磨耗严重这一问题,统计苏家屯机务段电力机车轮对检修记录,将轮缘磨耗过程可以分为3个阶段:初期磨耗阶段、磨耗稳定阶段和后期磨耗阶段。建立不同磨耗时期的轮轨弹塑性接触模型,运用有限元方法进行计算分析。计算结果表明:车轮轮缘厚度从32mm磨耗到27mm这个过程,轮缘上的接触等效应力相对较小,轮缘磨耗速度在整个磨耗过程中最低;机车车轮镟修或换轮后在磨耗后线路上运行,标准车轮与磨耗钢轨的型面匹配状况不佳,接触等效应力集中在车轮轮缘上,运行初期轮缘磨耗较快。得出的结论有助于设计出更好的轮轨型面来降低轮缘磨耗。
Aiming at the serious problem of locomotive wear in locomotive operation, statistics on the overhaul records of power locomotive wheels in Sujiatun locomotive depot can be divided into three stages: initial wear stage, wear stable stage and late wear stage. The wheel-rail elastic-plastic contact model with different wear time is established and the finite element method is used for calculation and analysis. The calculation results show that the wheel flange thickness from the wear of 32 mm to 27 mm, the contact equivalent stress on the rim is relatively small, and the wear rate of the rim is the lowest during the entire abrasion; when the wheel of the locomotive is worn or replaced, Running on the line, the standard wheel and wear rail profiles match the poor condition, the contact equivalent stress is concentrated on the wheel rim, the initial wear faster wheel rim wear. The conclusions drawn help to design a better wheel and rail profile to reduce rim wear.