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何鹏,鲁松,宋小齐,等. 制动方式对机车轮残余应力的影响[J]. 安徽工业大学学报(自然科学版),2024,41(3):287-293. doi: 10.12415/j.issn.1671-7872.24012
引用本文: 何鹏,鲁松,宋小齐,等. 制动方式对机车轮残余应力的影响[J]. 安徽工业大学学报(自然科学版),2024,41(3):287-293. doi: 10.12415/j.issn.1671-7872.24012
HE Peng, LU Song, SONG Xiaoqi, HUANG Xiaoqing, GAO Deyang, XIE Xuan, FAN Yongqin, CHEN Gang, JIA Junzhan, ZHANG Hongjun, LU Bo. Effect of Braking Condition on Residual Stress of Locomotive Wheel[J]. Journal of Anhui University of Technology(Natural Science), 2024, 41(3): 287-293. DOI: 10.12415/j.issn.1671-7872.24012
Citation: HE Peng, LU Song, SONG Xiaoqi, HUANG Xiaoqing, GAO Deyang, XIE Xuan, FAN Yongqin, CHEN Gang, JIA Junzhan, ZHANG Hongjun, LU Bo. Effect of Braking Condition on Residual Stress of Locomotive Wheel[J]. Journal of Anhui University of Technology(Natural Science), 2024, 41(3): 287-293. DOI: 10.12415/j.issn.1671-7872.24012

制动方式对机车轮残余应力的影响

Effect of Braking Condition on Residual Stress of Locomotive Wheel

  • 摘要: 以新制外径1 066 mm机车轮和磨耗到限机车轮(磨耗轮)为研究对象,使用ANSYS有限元软件建立二维弹塑性模型,对车轮制造态残余应力进行分析;使用X射线衍射法实测车轮辐板圆弧段残余应力且与模型计算结果进行比较,验证模型的有效性;在此基础上,模拟分析新轮和磨耗轮在正常制动及异常制动后的残余应力分布,评估服役过程中车轮的疲劳状态。结果表明:除去车轮辐板机加工的影响,辐板圆弧段残余应力分布的有限元计算与实测结果趋势一致,验证了有限元模型的合理性;新轮在不同制动工况下,残余应力均未发生变化;磨耗轮在制动过程中发生塑性变形,车轮残余应力发生显著变化,塑性变形区域的径向和周向残余应力变为拉应力,且大于原始制造态残余应力;制动过程中随热输入的增大,磨耗轮踏面的周向残余拉应力区域增大,辐板的径向残余压应力增大。因此在车轮服役后期需定期对其踏面进行检修,防止因制动带来踏面裂纹。

     

    Abstract: A two-dimensional elastic-plastic model was established, and ANSYS finite element software was used to analyze the residual stress of the manufacturing state of newly manufactured locomotive wheels with an outer diameter of 1066 mm and locomotive wheels worn to the limit (worn wheels). The residual stress in the arc section of the wheel plate was measured with X ray diffraction method, and was compared with the calculated result of the model to verify the effectiveness of the model. On this basis, the residual stress distribution of new and worn wheels after normal and abnormal braking was simulated and analyzed, and the fatigue assessment status of the wheel during service was evaluated.The results show that excluding the influence of machining, the distribution trend of the finite element calculation value is consistent with the measured value, the feasibility of the finite element model has been verified. The residual stress of the new wheel remains unchanged under different braking conditions. The worn wheel undergoes plastic deformation during the braking process, and the residual stress of the wheel changes significantly. The radial and circumferential residual stresses in the plastic deformation area become tensile stresses, which are greater than the residual stresses in the original manufacturing state. During the braking process, with the increase of heat input, the circumferential residual tensile stress area of the worn wheel tread increases, and the radial residual compressive stress of the spoke plate increases. Therefore, the regular maintenance of the wheel tread is required in the later stage of service to prevent tread cracks caused by braking.

     

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