列车制动过程踏面温度场及应力⁃应变分布特性

doi:10.13229/j.cnki.jdxbgxb.20211324

吉林大学学报(工学版) ›› 2023, Vol. 53 ›› Issue (10): 2773-2784.doi: 10.13229/j.cnki.jdxbgxb.20211324

列车制动过程踏面温度场及应力⁃应变分布特性

宋剑锋¹(),黄鑫磊¹,仪帅²,杨振熙³,董永刚¹(),李树林⁴

^1.燕山大学机械工程学院，河北秦皇岛 066044
^2.潍柴雷沃重工股份有限公司收获机械研究院，山东潍坊 261200
^3.燕山大学材料科学与工程学院，河北秦皇岛 066044
^4.太原重工轨道交通设备有限公司，太原 030022

收稿日期:2022-03-19 出版日期:2023-10-01 发布日期:2023-12-13
通讯作者: 董永刚 E-mail:jfsong2003@163.com;d_peter@163.com
作者简介:宋剑锋（1973-），女，副教授，博士.研究方向：列车关键部件损伤及寿命预测.E-mail：jfsong2003@163.com
基金资助:
国家自然科学基金项目(51875501);山西省重点研发计划项目(201703D111005);河北省自然科学基金项目(E2018203442)

Temperature field and stress-strain distribution of tread during train braking

Jian-feng SONG¹(),Xin-lei HUANG¹,Shuai YI²,Zhen-xi YANG³,Yong-gang DONG¹(),Shu-lin LI⁴

^1.School of Mechanical Engineering，Yanshan University，Qinhuangdao 066044，China
^2.Harvest Machinery Research Institute，Weichai Revo Heavy Industry Co. ，Ltd. ，Weifang 261200，China
^3.School of Materials Science and Engineering，Yanshan University，Qinhuangdao 066044，China
^4.Taiyuan Heavy Industry Rail Transit Equipment Co. ，Ltd. ，Taiyuan 030022，China

Received:2022-03-19 Online:2023-10-01 Published:2023-12-13
Contact: Yong-gang DONG E-mail:jfsong2003@163.com;d_peter@163.com

摘要/Abstract

摘要：

对Abaqus软件进行二次开发，采用旋转载荷法设置热流密度、法向载荷、切向载荷以及轮轨间的接触传热作用，在车轮表面设置对流换热和热辐射作用，基于热-机械耦合仿真得到了不同制动规程条件下踏面温度、应力和应变的动态变化及其分布特性，在此基础上回归得到了车轮踏面最高温度及制动结束温度与制动工况参数之间定量关系，并给出了制动过程踏面温度最高点温度变化曲线模型以及热应力预测模型。结果表明：轴重、制动初速度和减速度每增加5 t、20 km/h和0.1 m/s²，踏面的最高温度分别增加约90 ℃、120 ℃和26 ℃；25 t、100 km/h、0.7 m/s²制动工况下，径向应力辐达625 MPa，切向应力最大值为-713 MPa，最大径向、切向塑性应变分别为-5.47‰和-3.37‰，最大热应变为5.178‰，热应力范围为433 MPa。

关键词: 机械设计, 制动, 热?机械耦合, 温度场, 应力, 应变

Abstract:

In order to set the heat flux density， normal load， and tangential load using the rotational load method， as well as the contact heat transfer between the wheels and rails， convective heat transfer， and thermal radiation effects on the wheel surface， thermo-mechanical coupling simulation was used by secondary development of Abaqus. The temperature change curve model and thermal stress prediction model of the highest point of tread temperature during the braking process were provided. This was based on the dynamic changes and distribution characteristics of tread temperature， stress， and strain under various braking procedures. A quantitative relationship between the maximum temperature and the end temperature of the wheel tread and the parameters of braking conditions was obtained by regression. The findings indicate that： under braking conditions of 25 t， 100 km/h， and 0.7 m/s²， the radial stress reaches 625 MPa， the maximum tangential stress is -713 MPa， the maximum radial and tangential plastic strain is -5.47‰ and -3.37‰， respectively， the maximum thermal strain is 5.178‰， and the thermal stress range is 433 MPa. The maximum temperature of the tread is increased by approximately 90°C， 120°C， and 26°C.

Key words: mechanical design, braking, thermal-mechanical coupling, temperature field, stress field, strain field

中图分类号:

U211.5

宋剑锋,黄鑫磊,仪帅,杨振熙,董永刚,李树林. 列车制动过程踏面温度场及应力⁃应变分布特性[J]. 吉林大学学报(工学版), 2023, 53(10): 2773-2784.

Jian-feng SONG,Xin-lei HUANG,Shuai YI,Zhen-xi YANG,Yong-gang DONG,Shu-lin LI. Temperature field and stress-strain distribution of tread during train braking[J]. Journal of Jilin University(Engineering and Technology Edition), 2023, 53(10): 2773-2784.

图/表 24

表1

CL60车轮钢材料参数"

温度/ $℃$	抗拉强度 $/ M P a$	质量热熔/［J·（kg·℃^-1）］	导热率/［W·（m·℃^-1）］	热膨胀系数 $10 - 5 / ℃$	弹性模量 $/ G P a$	屈服强度 $/ M P a$
26	815	470	51	1.033	205	577
100	733	490	49	1.112	180	498
200	673	530	45	1.207	165	444
300	635	570	42	1.226	137	413
400	604	620	38	1.331	125	393
500	575	680	35	1.392	77	379

表1

图1

图2

表2

β与m、n的关系"

$β$	m	n
65	1.38	0.76
70	1.28	0.80
75	1.20	0.84
80	1.13	0.89
85	1.03	0.94
90	1.00	1.00

表2

图3

图4

图5

图6

图7

图8

图9

表3

表4

L8192×71参数水平混合正交表及C点的最高温度和制动结束温度结果"

试验序号	因素			$T m a x$ /℃	$T e n d$ /℃	试验序号	因素			$T m a x$ /℃	$T e n d$ /℃	试验序号	因素			$T m a x$ /℃	$T e n d$ /℃	试验序号	因素			$T m a x$ /℃	$T e n d$ /℃
试验序号	$v 0$	$a c$	$t z$	$T m a x$ /℃	$T e n d$ /℃	试验序号	$v 0$	$a c$	$t z$	$T m a x$ /℃	$T e n d$ /℃	试验序号	$v 0$	$a c$	$t z$	$T m a x$ /℃	$T e n d$ /℃	试验序号	$v 0$	$a c$	$t z$	$T m a x$ /℃	$T e n d$ /℃
1	2	1	5	400.1	264.5	22	7	1	7	373.3	247.5	43	7	7	7	447.9	294.3	64	4	4	4	398.3	263.1
2	1	1	1	94.3	65.7	23	9	8	3	342.6	226.9	44	8	9	5	511.7	337.5	65	3	8	5	497.1	327.3
3	4	5	1	391.9	259.7	24	1	5	7	427.1	281.7	45	4	6	7	563.3	370.4	66	9	7	6	530.2	348.8
4	9	9	7	602.4	397.7	25	4	2	3	325.7	215.9	46	1	8	7	465.6	306.8	67	8	6	4	424.6	280.2
5	5	3	1	365.2	241.2	26	9	5	2	318.9	211.5	47	3	6	1	285.8	190.0	68	8	2	7	448.7	295.9
6	7	9	1	570.9	374.7	27	7	4	7	537.0	353.3	48	2	6	7	330.1	501.3	69	5	5	5	451.1	297.2
7	3	3	3	333.7	211.3	28	1	6	5	346.8	229.6	49	4	3	7	340.4	523.8	70	5	1	7	493.1	325.2
8	7	2	5	418.2	276.1	29	2	3	6	415.6	274.4	50	5	8	6	543.3	357.4	71	1	4	2	181.8	122.4
9	6	7	1	666.5	437.7	30	9	3	7	397.1	262.3	51	2	9	7	602.4	397.7	72	3	2	6	464.5	306.1
10	3	4	7	413.0	272.7	31	6	6	6	455.1	300	52	8	3	6	477.6	314.7	73	4	9	6	556.5	365.9
11	8	5	7	427.1	281.7	32	8	8	6	481.3	317.1	53	2	2	2	217.5	145.6	74	6	9	4	464.0	305.8
12	3	7	7	447.9	294.3	33	6	1	2	204.4	137.0	54	2	8	1	250.1	166.8	75	3	5	4	411.4	271.6
13	8	1	3	250.6	167.1	34	6	4	3	228.0	152.4	55	2	7	4	375.7	248.4	76	3	9	2	371.5	245.7
14	9	2	1	605.2	397.6	35	2	4	6	428.8	282.9	56	3	1	7	493.1	325.5	77	7	3	2	230.6	154.1
15	5	7	7	573.6	377.1	36	9	4	5	320.5	212.5	57	5	9	3	413.7	272.5	78	6	3	5	300.6	199.6
16	4	1	6	451.4	297.6	37	1	9	6	494.5	325.6	58	9	1	4	358.9	237.5	79	4	8	2	234.3	156.5
17	5	6	2	332.1	220.0	38	4	7	5	421.9	278.5	59	6	8	7	589.6	387.4	80	6	2	6	364.5	306.1
18	5	2	4	372.0	246.0	39	8	4	1	569.5	374.4	60	5	4	6	428.8	282.9	81	7	5	6	441.9	291.5
19	1	3	4	261.1	173.9	40	2	5	3	303.2	201.3	61	8	7	2	283.2	188.3
20	1	7	3	261.2	174.3	41	9	6	6	393.1	259.7	62	1	2	7	386.7	255.6
21	7	8	4	388.8	256.9	42	7	6	3	378.3	250.1	63	6	5	7	547.7	360.5

表4

图10

图11

图12

图13

图14

图15

图16

图17

图18

图19

图20

参考文献 20

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因素	水平
因素	1	2	3	4	5	6	7	8	9
制动初速度/（km·h^-1）	80	90	100	110	120	130	140	150	160
制动减速度/（m·s^-2）	0.50	0.55	0.60	0.65	0.70	0.75	0.80	0.85	0.90
轴重/t	20.0	22.5	25.0	27.5	30.0	32.5	35.0

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列车制动过程踏面温度场及应力⁃应变分布特性

Temperature field and stress-strain distribution of tread during train braking

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