某铁路钢轨伤损及其形成机理研究

杨大巍; 邓勇; 董雪娇; 赵吉中

doi:10.7513/j.issn.1004-7638.2022.04.028

某铁路钢轨伤损及其形成机理研究

doi: 10.7513/j.issn.1004-7638.2022.04.028

杨大巍^1,,
邓勇¹,
董雪娇^{1, 2},
赵吉中³

1.
攀钢集团研究院有限公司, 钒钛资源综合利用国家重点实验室, 四川攀枝花 617000
2.
四川攀研检测技术有限公司, 四川攀枝花 617000
3.
西南交通大学力学与航空航天学院, 四川成都 610031

基金项目: 四川省科技计划资助项目（2020ZDZX0011）。

详细信息

作者简介:
杨大巍（1989—），男，陕西富平人，硕士研究生，工程师，主要从事金属材料基础研究工作，E-mail: 875368174@qq.com

中图分类号: TF76,U213.4
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出版历程
- 收稿日期: 2021-05-18
- 刊出日期: 2022-09-14

Analysis on typical rail damage of high speed railway

1.
Pangang Group Research Institute Co., Ltd., State Key Laboratory for Comprehensive Utilization of Vanadium and Titanium Resources, Panzhihua 617000, Sichuan, China
2.
Sichuan Panyan Testing Technology Co., Ltd., Panzhihua 617000, Sichuan, China
3.
School of Mechanics and Aerospace Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

摘要

摘要: 钢轨伤损制约着轮轨接触稳定，影响行车安全。针对某铁路钢轨在线服役中产生的伤损，采用Axio Observer 5m金相显微镜、Empyrean型 X射线衍射仪、Sigma 500型扫描电镜、FALCON 500显微硬度计进行多方位检验，基于有限元仿真技术重现了车轮异常启动状况下的钢轨接触部位瞬时温度场分布。分析结果表明：该钢轨伤损属于典型擦伤，伤损深度超过2 mm，钢轨伤损部位随着踏面深度的增加，马氏体含量逐渐减少，残余奥氏体含量逐渐增多，导致其对应的显微硬度值逐渐降低。残余奥氏体被马氏体组织包围，增加微裂纹继续扩展的阻力，钝化裂纹尖端，在轮轨表层剪切应力共同作用下，为微裂纹扩展提供通道，诱导微裂纹横向扩展，最终导致钢轨擦伤区域剥离破坏。计算机仿真结果与实际伤损特征基本吻合。
- 钢轨 /
- 剥离破坏 /
- 马氏体 /
- 微裂纹 /
- 有限元模拟
Abstract: Rail damage restricts the stable contact between wheel and rail and affects the driving safety. Regarding the damage of a railway rail in on-line service, the multi-directional inspections had been carried out by using Axio observer 5m metallographic microscope, Empyrean X-ray diffractometer, sigma 500 scanning electron microscope and Falcon 500 microhardness tester. Based on the finite element simulation technology, the instantaneous temperature field distribution of the rail contact part under the abnormal starting condition of the wheel was reproduced. The analysis results show that the rail damage is a typical scratch with a damage depth of more than 2 mm. With the increase of tread depth, the volume fraction of martensite gradually decreases and the volume fraction of retained austenite gradually increases, so that the corresponding microhardness value gradually decreases. The retained austenite is surrounded by martensite structure, which increases the resistance to the continuous propagation of microcracks and passivates the crack tip. Under the joint action of wheel rail surface shear stress, it provides a channel for microcrack propagation, induces microcrack transverse propagation, and finally leads to peeling failure in rail scratch area. The computer simulation results are agreement with the actual damage characteristics.
- rail /
- debonding failure /
- martensite /
- microcrack /
- finite element simulation

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图 1 钢轨伤损宏观形貌

Figure 1. Macroscopic appearance of rail damage

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图 2 伤损钢轨金相取样位置

Figure 2. Metallographic sampling location of damaged rail

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图 3 OM下的钢轨伤损部位金相组织

Figure 3. Metallographic structure of rail demanged site under OM

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图 4 马氏体层内部精细化组织分布

Figure 4. The fine structure distribution in martensite layer

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图 5 XRD物相分析谱图

Figure 5. XRD phase analysis

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图 6 显微硬度采集点分布

Figure 6. Microhardness collection point distribution

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图 7 OM下的伤损部位裂纹形貌

Figure 7. The crack morphology of damaged site under OM

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图 8 钢轨伤损处微裂纹尖端形貌

Figure 8. Microcrack tip morphology of rail damage

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图 9 网格化的轮轨滚动接触热-机耦合有限元模型

Figure 9. Meshed thermo-mechanical coupling finite element model of wheel-rail rolling contact

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图 10 钢轨接触区域瞬态温度场分布

Figure 10. Distribution of transient temperature field in rail contact area

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图 11 钢轨接触部位温度随深度变化曲线

Figure 11. Temperature curve of rail contact area with depth

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图 12 JMatPro软件计算的CCT曲线

Figure 12. CCT curve calculated by JMatPro software

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表 1 化学成分和拉伸性能

Table 1. Chemical compositions and tensile properties of rail steel

项目	化学成分/%							屈服强度/MPa	抗拉强度/MPa	伸长率/%
项目	C	Si	Mn	P	S	V	Al	屈服强度/MPa	抗拉强度/MPa	伸长率/%
钢轨试样	0.71	0.46	0.99	0.011	0.008	0.020	0.002	540	935	15.5
标准要求	0.65～0.76	0.15～0.58	0.70～1.20	≤0.025	≤0.025	≤0.030	≤0.004		≥880	≥10

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