Mechanism of rolling contact fatigue occurring on rails of heavy haul railway transition line

doi:10.3785/j.issn.1008-973X.2023.09.009

Journal of ZheJiang University (Engineering Science)

2023, Vol. 57

Issue (9): 1775-1784 DOI: 10.3785/j.issn.1008-973X.2023.09.009

Mechanism of rolling contact fatigue occurring on rails of heavy haul railway transition line

Yang LI1(

),Bin-heng BAI2,Ri-ge-ji-le MO2,Xin ZHAO1,*(

),Ze-feng WEN1,Zhuo WANG3

1. State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China
2. Manufacturing Department, Mongolia Baotou Steel Union Limited Company, Baotou 014010, China
3. Maintenance Department, China Railway Hohhot Group Limited Company, Hohhot 010000, China

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Abstract

A field investigation was conducted on a heavy haul railway line with axle load of 25 t. There was a significant difference in rail rolling contact fatigue (RCF) on the entering and leaving transition sections on curves with radius of 580?1000 m, and particularly, the RCF on the leaving transition section was severer. A dynamic model of heavy haul train including two locomotives and 108 wagons was established using Simpack on the basis of on-site wheel/rail observation and train parameter investigation, and a damage function model was applied to numerically analyze the mechanism of the rail RCF difference on the entering and leaving transition sections. Result shows that the RCF difference is dominated by the curving behavior of wagons, and the contribution of the leading wheelsets is the most significant, while the contribution of the trailing wheelsets and locomotives is relatively slight. More detailed analysis shows that the RCF is not significant under the condition of standard wheel/rail profile matching. However, after the wagon wheels wear, the wheel/rail creepage and creep force on the leaving transition section are higher than those on the entering transition section, which is the primary reason for the RCF. And the effect of rail worn profile is not significant for the RCF. The frequent interaction between the worn wagons leading wheelsets and the worn rail on the sharp radius curve is the main reason for the rail RCF difference on the entering and leaving transition sections.

Key words： heavy haul railway rail rolling contact fatigue (RCF) transition curve train dynamics damage function

Received: 29 October 2022 Published: 16 October 2023

CLC:

U 213.4

Fund: 国家自然科学基金资助项目(U21A20167)；四川省国际科技创新合作项目(2021YFH0006)；牵引动力国家重点实验室自主课题(2022TPL_T06)

Corresponding Authors: Xin ZHAO E-mail: liyang5611@163.com;xinzhao@swjtu.edu.cn

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Cite this article:

Yang LI,Bin-heng BAI,Ri-ge-ji-le MO,Xin ZHAO,Ze-feng WEN,Zhuo WANG. Mechanism of rolling contact fatigue occurring on rails of heavy haul railway transition line. Journal of ZheJiang University (Engineering Science), 2023, 57(9): 1775-1784.

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https://www.zjujournals.com/eng/10.3785/j.issn.1008-973X.2023.09.009 OR https://www.zjujournals.com/eng/Y2023/V57/I9/1775

重载曲线缓和段钢轨滚动接触疲劳机理

某轴重25 t运煤重载铁路半径580~1000 m的曲线入/出缓和段钢轨存在明显的滚动接触疲劳（RCF）差异现象，出缓和段的疲劳更严重. 在轮轨现场观测和列车参数调研的基础上，使用Simpack建立包含2节内重联机车与108节货车的重载列车动力学模型，利用损伤函数模型数值分析入/出缓和段RCF差异的机理和主要影响因素. 结果表明，RCF差异由货车曲线通过行为主导，货车中转向架导向轮对的贡献最显著，非导向轮对与机车的贡献相对轻微. 在标准轮轨廓形匹配工况下，RCF差异不显著；待货车车轮磨耗失形后，钢轨磨耗失形对RCF差异的影响并不显著，轮轨蠕滑率/力在出缓和段比在入缓和段高是导致RCF差异的根本原因. 磨耗后的货车转向架导向轮对与磨耗轨在小半径曲线上频繁地相互作用，是导致入/出缓和段钢轨RCF差异的主要原因.

关键词： 重载铁路, 钢轨, 滚动接触疲劳（RCF）, 缓和曲线, 列车动力学, 损伤函数

Fig.1 Rail surface condition at 62 mm superelevation in entering/leaving transition section of R=580 m curve on 25 t axle load heavy haul railway

Fig.2 Schematic diagram of entering/leaving transition section and circular section for R=580 m curve

Fig.3 Peak crack depth of rail surface measured at different superelevations in entering/leaving transition section of R=580 m curve

Fig.4 Rail surface on same heavy haul line with different radius curves entering/leaving transition section

Fig.5 Measured rail profiles in curves with different radii

Fig.6 Random measurements of locos and wagons running on investigated line

Fig.7 Measured track irregularity of entering/leaving transition section and circular curve section of R=580 m curve

Fig.8 Schematic diagram of train dynamics model

Tab.1 Main parameters used for establishing dynamic models of locos and wagons

Tab.2 Main parameters of simulation curves

Fig.9 Schematic diagram of damage function of two rail steel materials

Tab.3 Main parameters of damage function of two rail steel materials

Fig.10 Prediction of rolling contact fatigue value of R=580 m curve in high and low rails

Fig.11 Longitudinal distribution of rolling contact fatigue in high and low rails of R=580 m curve entering/leaving transition section predicted by damage function

Fig.12 Prediction of rolling contact fatigue along longitudinal direction when only locos and wagons pass through R=580 m curve entering/leaving transition section

Fig.13 Longitudinal distribution of high-rail rolling contact fatigue, when wagon leading and non-leading wheelsets pass through entering/leaving transition section of R=580 m curve

Fig.14 Longitudinal distribution of high rail wear number, when leading and non-leading wheelsets of wagon front bogie pass through entering/leaving transition section of R=580 m curve

Fig.15 Longitudinal distribution of absolute value of creep force and creep rate of high rail, when front bogie leading wheelsets of wagon passes through R=580 m entering/leaving transition section

Fig.16 Difference of rolling contact fatigue of entering/leaving transition section of high rail of R=580 m curve under different wheel-rail profile matching conditions

Fig.17 Rolling contact fatigue predictions of R=800 m and R=1000 m curved high rail

Fig.18 Rolling contact fatigue differences of high rails for different superelevations for entering/leaving transition section of each radius curve


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