CN118130288B - Evaluation method for rolling contact fatigue test of wheel-rail material - Google Patents
Evaluation method for rolling contact fatigue test of wheel-rail material Download PDFInfo
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Abstract
The invention relates to an evaluation method of a wheel-rail material rolling contact fatigue test, which belongs to the field of tests and comprises the following steps: preprocessing the material to be tested, determining test parameters, installing the material to be tested and preparing for formal test; unloading a sample, cleaning and drying the sample, photographing the appearance of surface damage, uniformly taking a plurality of samples on the circumferential longitudinal section of the wheel sample or the steel rail sample by using cutting equipment, cleaning, drying, embedding, grinding and polishing the longitudinal section sample to obtain a section crack picture, determining a rolling contact evaluation index, and counting crack parameters corresponding to the rolling contact evaluation index after measurement by using measurement software; by the degree of rolling contact fatigue damage of the wheel railThe evaluation value of the rolling contact fatigue damage degree of the test sample is obtained by the calculation formula of (2). The invention realizes the quantitative evaluation of the rolling contact fatigue damage degree of the wheel track material, and is favorable for promoting the optimization of the rolling contact fatigue resistance of the wheel track material and guiding the wheel track application and selection.
Description
Technical Field
The invention relates to the technical field of testing, in particular to an evaluation method for a rolling contact fatigue test of a wheel track material.
Background
The wheel rail system is an important part for ensuring the safe operation of the train, when the stress on the contact interface exceeds the elastic stability limit of the material, the wheel rail surface layer material is subjected to plastic deformation, and when the plastic strain is accumulated to exceed the critical value of the material, cracks are generated on the wheel rail surface, so that the cracks are continuously expanded under the combined action of the contact stress and the third body medium; during the expansion process of the crack, the surface layer of the wheel track material can be peeled off, peeled off in large blocks and broken due to the difference of the expansion direction and the driving force, namely fatigue wear, peeling and rail breaking (wheels). Therefore, in order to avoid disastrous accidents, defects such as peeling and the like should be removed before the device can be put into use; the rolling contact fatigue performance of the wheel rail material determines the expansion rate and the fatigue damage degree of the rolling contact fatigue crack, and the frequency of polishing and spin repair and the service life of the wheel rail material are related; in order to provide data support for wheel-rail material selection, grinding and spin-repairing, it is necessary to test and evaluate the rolling contact fatigue performance of the wheel-rail material.
The existing method is a metal material rolling contact fatigue test method, and the main problems in the application of the metal material rolling contact fatigue test method to wheel track materials include: 1. the contact interface always has liquid medium, and most of wheel-rail interfaces are in dry-wet alternate contact; 2. the rolling contact experiment condition is oil lubrication, oil medium is rarely generated in the wheel-rail interface, and the water medium is mainly used; 3. the surface plastic deformation of the sample is extremely small, crack propagation is nondirectional, and the crack propagation mode is different from that of rolling contact fatigue crack propagation of the wheel track; 4. the test period is longer, the contact fatigue life of the wheel track material is basically about 10 6, and the test workload is too great. The conventional wheel-rail material rolling contact fatigue performance evaluation method mainly comprises fatigue life, surface damage evaluation and section damage evaluation, and has certain limitations. The fatigue life test has long cycle and larger randomness, a large number of tests are needed to obtain reliable evaluation results, and the workload is large; the surface rolling contact fatigue damage evaluation method has the advantages of large evaluation error due to complex surface morphology; and the conventional evaluation method based on profile fatigue damage morphology is mostly evaluated from a single size (depth and angle) of the crack.
Chinese patent application CN113433060a discloses a method for evaluating rolling contact fatigue performance of a railway locomotive wheel surface, by sequentially carrying out a non-lubrication rolling contact test and a lubrication condition rolling contact test on a wheel sample by a contact fatigue testing machine, and evaluating the rolling contact fatigue performance of the wheel surface based on crack density, crack depth and weightlessness. Although the test method of the patent saves time, after the non-lubricated rolling experiment, the rolling contact fatigue crack of the lubricated rolling contact experiment is rapidly expanded, the stable expansion of the crack is difficult to observe, meanwhile, the crack is easy to interweave into a net shape, the profile difference of the rolling contact fatigue crack with the on-site wheel track is large, and the evaluation index is difficult to measure. Meanwhile, the method for evaluating the rolling contact fatigue damage is not established in the method.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, provides an evaluation method for a rolling contact fatigue test of a wheel track material, and solves the defects in the prior art.
The aim of the invention is achieved by the following technical scheme: an evaluation method for a rolling contact fatigue test of a wheel-rail material, the evaluation method comprising:
S1, after pretreatment is carried out on a material to be tested and test parameters are determined, the material to be tested is arranged on a driven shaft, a sample of a rolling pair is arranged on a driving shaft, a double-disc rolling testing machine is started after the surface of the sample is cleaned, a dry running-in test of the number of instruction cycles is carried out after the testing machine reaches the specified parameters, and a dry and wet alternation formal test of the number of the instruction cycles is carried out;
S2, unloading a sample, cleaning and drying the sample, photographing the appearance of surface damage, uniformly taking 3 samples on the circumferential longitudinal section of a wheel sample or a steel rail sample by using a wire electric discharge cutting device, cleaning, drying, embedding, grinding and polishing the longitudinal section sample, obtaining a section crack picture by using a microscope, determining a rolling contact evaluation index, and counting crack parameters corresponding to the rolling contact evaluation index after measurement by using measurement software, wherein the sampling size is 3mm in depth and about 10mm in width;
S3, rolling contact fatigue damage degree through wheel rail The evaluation value of the rolling contact fatigue damage degree of the test sample is obtained by the calculation formula of (2).
Wherein the diameter of the sample is controlled between 40mm and 68mm, and the contact width is more than 4mm; under the dry-wet alternating working condition, the water medium is uniformly applied, the water flow is more than 1ml/min and less than 5ml/min, and when the wet state is converted into the dry state, the friction coefficient is quickly recovered to the friction coefficient when the dry state.
In the step S2, the method comprises the following steps of:
Crack density : The number of all cracks per total sample length (bars/mm) of the section of the block sampled;
Depth of crack : First/>The distance (μm) from the deepest crack of the strip to the surface of the sample;
Crack width : First/>Span (μm) of the strip crack along the circumferential direction;
crack length : First/>Path sum (μm) of strip crack propagation.
The pretreatment of the material to be tested and the determination of the test parameters comprise:
Processing a wheel material or a steel rail material to be tested and a pair of auxiliary materials into an annular test sample, wherein the surface of the test sample of the pair of rollers is a boss, the surface of the test sample has no boss, and the test sample is dried after being processed by absolute ethyl alcohol;
and determining test parameters including vertical load, rotating speed, creep rate, running-in test cycle times, dry-state and wet-state time proportion, cycle period and total dry-wet alternation cycle times.
The determining the rolling contact evaluation index includes:
Collecting a wheel track rolling contact fatigue section crack damage morphology picture with the test diameter of 40 mm-68 mm under the working condition of a laboratory;
Randomly selecting 100 cracks as a sample library, and giving damage degree values to the cracks in the sample by combining a Delphi expert evaluation method and a non-parameter evaluation method;
obtaining quantitative evaluation indexes reflecting rolling contact fatigue damage through measurement primary selection, wherein the quantitative evaluation indexes comprise crack density, crack width, crack depth, crack length and crack angle;
and carrying out pearson correlation analysis on four primary selection evaluation indexes of crack width, crack depth, crack length and crack angle of all the cracks in the sample library and the damage degree value, removing the crack angle of the primary selection evaluation indexes according to analysis results, screening three evaluation indexes of the crack width, the crack depth and the crack length, and taking the three evaluation indexes and the crack density as final evaluation indexes.
The degree of rolling contact fatigue damageThe calculation of (1) comprises:
calculating the damage degree value of each crack ；
The damage degree values of all cracks are ranked from large to small, and the average value of the damage degree of 20 cracks with the worst damage is calculatedObtain/>Wherein/>For/>Rolling contact fatigue damage degree index of strip crack,/>For the average value of the damage degree of 20 cracks with the worst damage,/>Is crack density/>For/>Crack length of strip crack,/>For/>Crack depth of strip crack,/>For/>The depth of the crack of the strip,Is constant.
Wherein the constant isThe determination of the method comprises the steps of establishing a rolling contact fatigue crack sample library with the diameter of a sample of 40-68 mm, giving damage degree values to cracks in the sample by combining a Delphi expert evaluation method and a nonparametric evaluation method, and finally determining/>, through regression analysis，/>，/>。
The step of assigning damage degree values to cracks in the sample by combining the Delphi expert evaluation method and the non-parameter estimation method comprises the following steps:
A1, roughly dividing 100 sample cracks into 20 stages from small damage degree to large damage degree by researchers, wherein 5 cracks are formed in each stage;
a2, comparing the most serious crack in the m-th stage with the least slight crack in the m+1-th stage, and if the most serious crack in the m-th stage is more serious than the least slight crack in the m+1-th stage, exchanging the most serious crack in the m-th stage with the least slight crack in the m+1-th stage, otherwise, keeping unchanged;
A3, repeating the step A2 from the level 1 to the level M-1 on the basis of the exchanged cracks as long as one-time exchange occurs in one round, and ending the crack sequencing until no exchange occurs;
A4, 4 experts respectively carry out A2 and A3 steps on the results of the A3 step, and then the steps are finished again, if the results of the 4 experts are inconsistent, the steps are continuously repeated until the results of the 4 experts are completely consistent, and a final section class classification ordering result is obtained;
A5, setting the observed values of the m-th level middle section cracks to be m/2.
The test parameter determining method comprises the following steps:
the maximum contact stress of the wheel service is used as the contact stress for test Based on experimental contact stress/>Determining the experimental load/>, of a contact fatigue tester；
Taking the actual running rotating speed of the wheels in the running process of the train as the test rotating speed of the driving wheel of the tester；
Selecting a set slip from a slip range in the service process;
The number of dry running-in test cycles satisfies: the friction coefficient is stable in a dry state, and the contact width reaches a preset value;
The dry state and wet state time proportion is formulated according to the service environment, or the wet state time is prolonged, and the test is accelerated;
The dry-wet alternation period satisfies the following conditions: the time from wet state to dry state friction coefficient recovery is less than 10% of a period;
The dry-wet alternation test cycle times satisfy: so that the test sample has obvious rolling contact fatigue damage but does not have massive stripping.
The invention has the following advantages: an evaluation method of a rolling contact fatigue test of a wheel rail material realizes accurate and stable wheel rail rolling contact fatigue damage simulation through dry-wet alternate working conditions, and after crack data are obtained from profile morphology, the rolling contact fatigue damage degree is calculatedThe quantitative evaluation of the rolling contact fatigue damage degree of the wheel-rail material is realized, and the wheel-rail material is favorable for promoting the optimization of the rolling contact fatigue resistance of the wheel-rail material and guiding the wheel-rail application selection.
Drawings
FIG. 1 is a schematic drawing of sampling and processing of wheel rail samples according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a dry-wet alternate environment simulation device;
FIG. 3 is a graph of friction coefficients for a break-in test and a dry-wet alternation test provided by an embodiment of the present invention;
FIG. 4 is a view showing the anatomy of a steel rail sample after the rolling contact test according to the embodiment of the present invention;
FIG. 5 is a graph of crack morphology in different cycle numbers according to an embodiment of the present invention;
fig. 6 is a graph of cross-sectional crack morphology of different rail materials provided by an embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more apparent, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. The components of the embodiments of the present application generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Accordingly, the following detailed description of the embodiments of the application, as presented in conjunction with the accompanying drawings, is not intended to limit the scope of the application as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present application. The application is further described below with reference to the accompanying drawings.
The invention relates to an evaluation method of a wheel rail material rolling contact fatigue test, wherein wheel rail rolling contact fatigue damage consists of two processes of crack initiation and crack expansion, wherein the crack initiation is mainly caused by plastic deformation, the crack expansion has combined action of plastic deformation and oil wedge effect caused by liquid medium, and the test method of the wheel rail rolling contact fatigue performance test is designed based on the combination of dry-wet alternate environment in the wheel rail service process, and meanwhile, the rolling contact fatigue damage evaluation method based on profile crack statistics is established to simulate wheel rail rolling contact fatigue in a test room, so as to provide technical support for wheel rail material optimization and theoretical support for wheel rail material selection under different working conditions; the method specifically comprises the following steps:
(1) The U75V rail head is selected to be processed into a test sample, the CL60 wheel tread is processed into a rolling test sample, and the test sample and the rolling test sample are annular test samples with rolling contact cylindrical surfaces, and the shape and the size are shown in figure 1. The specific dimensions are as follows: the outer diameter is 60mm, the inner diameter is 35mm, the thickness is 10mm, the table width is 5mm, and the lower part of the wheel upper rail is shown in figure 1.
(2) And (3) measuring the surface hardness of the wheel track sample by using a Vickers hardness tester, uniformly distributing all the hardness test points of the sample in the circumferential direction of the sample, and recording the number of the test points which is not less than 6. The difference of the measured values of the surface hardness of the samples of the same material is within 10 percent. The sample is ultrasonically cleaned by using absolute ethyl alcohol with the concentration of 100 percent for 10 to 20 minutes until the absolute ethyl alcohol is kept clean. And drying the cleaned sample by using a blower, sealing and storing the sample in a constant-temperature drying oven, and keeping the sample away from various corrosive mediums as far as possible.
(3) And (3) installing the test sample on the driven shaft according to the standard, installing the rolling sample on the driven shaft, and wiping the contact surface by using absolute ethyl alcohol after the installation. Starting the testing machine to set vertical force, spindle rotation speed, slip and test cycle times, and firstly performing a dry running-in test of 1 ten thousand cycle times; and after the running-in test is finished, starting the dry-wet alternating simulation device, and starting the formal test.
(4) And (5) after the test is finished, storing data, and closing the testing machine according to a program. The removed sample was similarly placed in 100% absolute ethanol and washed with an ultrasonic washing apparatus for 10 to 20 minutes until the absolute ethanol remained clean. Performing preliminary detection on surface damage of the wheel track sample by using an optical microscope; the wheel rail sample is cut into a proper size and shape along the longitudinal section of the center of the surface grinding mark by a linear cutting machine to be used as an analysis sample, then the analysis sample is cleaned by ultrasonic waves, and the damage condition of the sample surface is further analyzed by SEM. Firstly, a linear cutting section sample is processed according to a standard metallographic processing method, the linear cutting section sample is sampled as shown in fig. 2, and plastic deformation and crack morphology are obtained through a microscope.
(5) Statistics of all section crack morphology dimensions (crack depth)Crack width/>Crack length/>) The damage degree value of each crack is calculated, and the calculation formula is as follows:
Wherein the method comprises the steps of For/>Rolling contact fatigue damage degree index of strip crack,/>For/>Crack length of strip crack,/>For/>Crack depth of strip crack,/>For/>Crack depth of the strip crack.
Ranking the damage degree values of all cracks from large to smallCalculating the average value/>, of the damage degree of 20 cracks with the worst damageObtaining the rolling contact fatigue damage degree/>, of the test material。
Examples 1-4 simulate rolling contact fatigue crack initiation and propagation tests of steel rails under a 1:1 dry-wet alternating working condition, and test parameters are shown in table 1. Example 3 the coefficient of friction during the test is shown in figure 3, where the coefficient of friction stabilizes after running in for about 5000 cycles. After entering the dry-wet alternation process, the dry adhesion coefficient is about 0.2 higher than the water state, and the overall adhesion coefficient is slowly reduced and then kept stable. Analysis of the profile morphology by the sampling method shown in fig. 4 shows that as the cycle number increases, cracks continue to propagate along plastic deformation into the material, and crack branching starts to occur until 100000 cycles are reached, as shown in fig. 5. The evaluation results of the rolling contact fatigue damage degree are shown in table 2. It can be seen that the depth, width and length of the section crack are increased along with the increase of the dry-wet alternation cycle times,The value can well reflect the rolling contact fatigue damage degree of the test sample. The test method provided by the invention is proved to be stable in rolling contact fatigue damage process and accords with typical wheel rail rolling contact fatigue damage behaviors.
TABLE 1 EXAMPLES 1 to 4 tables of test parameters
TABLE 2 injury profiles of examples 1-4
Examples 5-7 simulate different rails with a dry to wet ratio of 1: the rolling contact fatigue damage condition under 1 is shown in table 3, and the profile damage morphology is shown in fig. 6. It can be seen that the different materials have significant differences in crack damage under the same test parameters. The evaluation results of the rolling contact fatigue damage degree are shown in table 4, and it is seen that the rolling contact fatigue damage degree of the steel rail after heat treatment is significantly reduced. The test evaluation method provided by the invention can evaluate the rolling contact fatigue resistance of different wheel track materials.
Table 3, examples 5-7 test parameter tables
Table 4, examples 5-7 damage Condition Table
The foregoing is merely a preferred embodiment of the invention, and it is to be understood that the invention is not limited to the form disclosed herein but is not to be construed as excluding other embodiments, but is capable of numerous other combinations, modifications and adaptations, and of being modified within the scope of the inventive concept described herein, by the foregoing teachings or by the skilled person or knowledge of the relevant art. And that modifications and variations which do not depart from the spirit and scope of the invention are intended to be within the scope of the appended claims.
Claims (5)
1. An evaluation method for a rolling contact fatigue test of a wheel-rail material is characterized by comprising the following steps of: the evaluation method includes:
S1, after pretreatment is carried out on a material to be tested and test parameters are determined, the material to be tested is arranged on a driven shaft, a sample of a rolling pair is arranged on a driving shaft, a double-disc rolling testing machine is started after the surface of the sample is cleaned, a dry running-in test of the number of instruction cycles is carried out after the testing machine reaches the specified parameters, and a dry and wet alternation formal test of the number of the instruction cycles is carried out;
S2, unloading the sample, cleaning and drying the sample, photographing the surface damage morphology, uniformly taking a plurality of samples on the circumferential longitudinal section of the wheel sample or the steel rail sample by using a wire electric discharge cutting device, cleaning, drying, embedding, grinding and polishing the longitudinal section sample, obtaining a section crack picture by using a microscope, determining a rolling contact evaluation index, and counting crack parameters corresponding to the rolling contact evaluation index after measurement by using measurement software; wherein the crack parameters include crack density, crack width, crack depth, crack length, and crack angle;
s3, obtaining a rolling contact fatigue damage degree evaluation value of the material to be tested through a calculation formula of the rolling contact fatigue damage degree F of the wheel track;
The calculation of the rolling contact fatigue damage degree F comprises the following steps:
calculating the damage degree value of each crack
The damage degree values of all cracks are ranked from large to small, and the average value of the damage degree of 20 cracks with the worst damage is calculatedObtain/>Wherein f i is the rolling contact fatigue damage degree index of the ith crack,/>For the most severe 20 crack damage degree average, d c is the crack density, which is expressed as the number of all cracks per total sample length of the section of the material to be tested, l Ci is the crack length of the ith crack, h Ci is the crack depth of the ith crack, w ci is the crack width of the ith crack, and a 1、a2、a3 is a constant.
2. The method for evaluating a rolling contact fatigue test of a wheel-rail material according to claim 1, wherein: the pretreatment of the material to be tested and the determination of the test parameters comprise:
Processing a wheel material or a steel rail material to be tested and a pair of auxiliary materials into an annular test sample, wherein the surface of the test sample of the pair of rollers is a boss, the surface of the test sample has no boss, and the test sample is dried after being processed by absolute ethyl alcohol;
and determining test parameters including vertical load, rotating speed, creep rate, running-in test cycle times, dry-state and wet-state time proportion, cycle period and total dry-wet alternation cycle times.
3. The method for evaluating a rolling contact fatigue test of a wheel-rail material according to claim 1, wherein: the determining the rolling contact evaluation index includes:
collecting a wheel track rolling contact fatigue section crack damage morphology picture with the test diameter within a preset range under the working condition of a laboratory;
randomly selecting N cracks as a sample library, and giving damage degree values to the cracks in the sample by combining a Delphi expert evaluation method and a non-parameter evaluation method;
obtaining quantitative evaluation indexes reflecting rolling contact fatigue damage through measurement primary selection, wherein the quantitative evaluation indexes comprise crack density, crack width, crack depth, crack length and crack angle;
and carrying out pearson correlation analysis on four primary selection evaluation indexes of crack width, crack depth, crack length and crack angle of all the cracks in the sample library and the damage degree value, removing the crack angle of the primary selection evaluation indexes according to analysis results, screening three evaluation indexes of the crack width, the crack depth and the crack length, and taking the three evaluation indexes and the crack density as final evaluation indexes.
4. The method for evaluating a rolling contact fatigue test of a wheel-rail material according to claim 3, wherein: the step of assigning damage degree values to cracks in the sample by combining the Delphi expert evaluation method and the non-parameter estimation method comprises the following steps:
A1, roughly dividing N sample cracks into M stages from small damage degree to large damage degree by a first analyst, wherein each type of N/M cracks;
a2, comparing the most serious crack in the m-th stage with the least slight crack in the m+1-th stage, and if the most serious crack in the m-th stage is more serious than the least slight crack in the m+1-th stage, exchanging the most serious crack in the m-th stage with the least slight crack in the m+1-th stage, otherwise, keeping unchanged;
A3, repeating the step A2 from the level 1 to the level M-1 on the basis of the exchanged cracks as long as one-time exchange occurs in one round, and ending the crack sequencing until no exchange occurs;
A4, respectively carrying out A2 and A3 on the results of the A3 step by a plurality of second analyzers, and if the results of the plurality of second analyzers are inconsistent, continuing to repeat the step until the results of the plurality of second analyzers are completely consistent, so as to obtain a final section class classification ordering result;
A5, setting the observed values of the m-th level middle section cracks to be m/2.
5. The method for evaluating the rolling contact fatigue test of the wheel-rail material according to claim 2, wherein: the test parameter determining method comprises the following steps:
Taking the maximum contact stress of the wheel service as a contact stress P 0 for test, and determining an experimental load F 0 of the contact fatigue testing machine based on the contact stress P 0 for test;
Taking the actual running rotation speed of the wheels in the running process of the train as the test rotation speed V 0 of the driving wheel of the tester;
Selecting a set slip from a slip range in the service process;
The number of dry running-in test cycles satisfies: the friction coefficient is stable in a dry state, and the contact width reaches a preset value;
The dry state and wet state time proportion is formulated according to the service environment, or the wet state time is prolonged, and the test is accelerated;
The dry-wet alternation period satisfies the following conditions: the time from wet state to dry state friction coefficient recovery is less than 10% of a period;
The dry-wet alternation test cycle times satisfy: so that the test sample has obvious rolling contact fatigue damage but does not have massive stripping.
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| JP5718690B2 (en) * | 2010-03-16 | 2015-05-13 | Ntn株式会社 | Method and apparatus for evaluating shear fatigue characteristics of rolling contact metal materials |
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- 2024-05-10 CN CN202410572840.9A patent/CN118130288B/en active Active
Non-Patent Citations (2)
| Title |
|---|
| Deterioration of rolling contact fatigue life of pearlitic rail steel due to dry-wet rolling-sliding line contact;W.R.Tyfour;Wear;19960930;225-265 * |
| Wear and damage evolution behaciours of railway wheel steel in the low temperature environment;Zhou Liang;Tribology;20221231;844-853 * |
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