本文關(guān)鍵詞：高速輪軌黏著特性數(shù)值分析　出處：《西南交通大學(xué)》2011年碩士論文　論文類型：學(xué)位論文

  更多相關(guān)文章： 輪軌 黏著 速度 彈性流體動(dòng)力潤滑 多重網(wǎng)格 Newton-Raphson

【摘要】：“十一五”期間我國高速鐵路的發(fā)展取得了輝煌的成就。隨著列車運(yùn)行速度的不斷提高,輪軌間的低黏著問題越發(fā)明顯。由低黏著引起的輪軌表面擦傷、剝離、扁疤等損傷時(shí)有發(fā)生。輪軌黏著是關(guān)系高速鐵路行車安全和正常運(yùn)營的關(guān)鍵問題。因此,開展高速輪軌黏著特性的研究具有重要的工程應(yīng)用價(jià)值和理論指導(dǎo)意義。 本文首先基于全膜彈性流體動(dòng)力潤滑理論,考慮輪軌實(shí)際接觸載荷和尺寸,研究輪軌表面光滑時(shí),計(jì)算分析了輪軌間存在“第三介質(zhì)”油和水時(shí)的輪軌接觸狀態(tài),獲得了全膜潤滑下的輪軌接觸壓力和膜厚分布,得到了實(shí)際膜厚大小的數(shù)量級。然后,基于部分膜彈性流體動(dòng)力潤滑理論和Patir-Cheng的平均流量模型,建立了高速輪軌黏著特性數(shù)值分析模型,計(jì)算分析了在考慮輪軌表面粗糙度情況下的高速輪軌黏著特性。由于數(shù)值穩(wěn)定性問題,對于油潤滑情況下的計(jì)算采用Newton-Raphson方法,對于粘度較低的水時(shí)采用穩(wěn)定性比較好的多重網(wǎng)格法。利用數(shù)值模型,研究了列車運(yùn)行速度、輪軌表面粗糙度、軸重和輪徑等對輪軌黏著特性的影響規(guī)律。對比了水潤滑和油潤滑下黏著系數(shù)隨速度的變化情況,從膜厚比的角度解釋了水潤滑下的黏著系數(shù)比油潤滑下的黏著系數(shù)低的原因。由于輪軌黏著理論和數(shù)值分析的困難性,以上數(shù)值模型假設(shè)為二維線接觸模型。 通過數(shù)值計(jì)算,可以得出以下結(jié)論： (1)由全膜潤滑彈流計(jì)算獲得的實(shí)際膜厚的量級可以看出膜厚和粗糙度基本處于同一等級,所以輪軌間的接觸處于部分膜潤滑的過程。輪軌黏著問題研究應(yīng)考慮部分膜的情況。 (2)通過部分膜彈流潤滑計(jì)算獲得了水和油潤滑下的壓力和膜厚分布。發(fā)現(xiàn)油和水潤滑時(shí)的壓力分布與Hertz接觸壓力不一樣,油潤滑時(shí)存在二次峰,水潤滑沒有二次峰,固體接觸壓力和膜厚基本成倒影關(guān)系。 (3)油和水潤滑情況下,速度對黏著系數(shù)的影響都是一樣。隨著速度的增大,黏著系數(shù)均會降低。相同條件下,水潤滑下的黏著系數(shù)要比油潤滑下的大得多,這和試驗(yàn)結(jié)果相似。這是由于水膜厚度比油膜厚度小得多,產(chǎn)生的粗糙峰壓力要比油大得多。 (4)油和水潤滑情況下,隨著粗糙峰高度的增大,黏著系數(shù)均增大。輪軌表面紋理方向?qū)︷ぶ禂?shù)影響較大,橫向紋理的中心膜厚要比縱向紋理的大,而橫向紋理的黏著系數(shù)要比縱向紋理的小。 (5)油和水潤滑情況下,隨著軸重的增大,黏著系數(shù)逐漸降低；隨著輪徑的增大,黏著系數(shù)逐漸增大。
[Abstract]:"11th Five-Year" during the development of high-speed railway in China has made brilliant achievements. With the increase of train speed, low adhesion problem between wheel and rail is more and more obvious. The wheel rail surface abrasion caused by the low adhesion stripping wheelflats damage has occurred. Wheel rail adhesion is a key issue in high speed railway traffic safety and normal operation. Therefore, it has important engineering application value and theoretical significance to carry out research on the adhesion between the wheel and rail.
Firstly, based on the full elastohydrodynamic lubrication theory, considering the actual wheel rail contact load and size, study of wheel rail surface smooth, are calculated and analyzed. The wheel rail contact state third medium "oil and water contact, contact the full film lubrication under the pressure and film thickness distribution was obtained, by orders of magnitude the actual size of the film thickness. Then, the average flow model of partial elastohydrodynamic lubrication theory and based on Patir-Cheng, a numerical analysis model of high speed rail adhesion characteristics were calculated considering surface roughness under the condition of high speed wheel rail adhesion characteristics. The numerical stability problem for calculating oil lubrication under the condition of the Newton-Raphson method for low viscosity water using multigrid method good stability. Using the numerical model of the train speed, the wheel rail surface rough Roughness, axle load and wheel diameter of wheel rail adhesion characteristics. Compared the changes of adhesion coefficient under water lubrication and oil lubrication with the velocity, explain the adhesion coefficient under water lubrication than the adhesion coefficient under oil lubrication film thickness ratio from low angle. Because of the difficulty of wheel rail adhesion theory and numerical analysis of the above numerical model is assumed for 2D line contact model.
Through the numerical calculation, we can draw the following conclusions:
(1) the magnitude of the actual film thickness obtained from the full film lubrication Elastohydrodynamic calculation can be seen that the film thickness and roughness are basically in the same level, so the contact between wheels and rail is in the process of partial membrane lubrication.
(2) the water pressure and film thickness distribution and lubrication condition was obtained by partial elastohydrodynamic lubrication calculation. Hertz pressure distribution and contact pressure of oil and water lubrication oils are not the same, there are two peaks, two peaks without water lubrication, solid contact pressure and film thickness like reflection relation.
(3) the oil and water lubrication conditions affect the speed of the adhesion coefficient are the same. As the speed increases, the adhesion coefficient is reduced. Under the same condition, the adhesion coefficient under water lubrication than under oil lubrication is much larger, and the test results are similar. This is because the water film thickness ratio the oil film thickness is much smaller than the rough peak pressure of oil is much larger.
(4) when the oil and water are lubricated, the adhesion coefficient increases with the increase of the height of the roughness peak. The direction of the wheel rail surface has greater influence on the adhesion coefficient. The thickness of the center grain of the transverse texture is larger than that of the longitudinal texture, and the adhesion coefficient of the transverse texture is smaller than that of the longitudinal texture.
(5) under the lubrication of oil and water, with the increase of the axle load, the adhesion coefficient gradually decreases, and the adhesion coefficient increases with the increase of the wheel diameter.

【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2011
【分類號】：TH117.2

【引證文獻(xiàn)】

相關(guān)碩士學(xué)位論文 前1條

1 申瑩瑩;基于向量式分析的輪軌滾動(dòng)接觸模擬[D];西南交通大學(xué);2012年

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本文編號：1367078