轮轨油污染黏着特性的研究

运用数值算法研究了轮轨在油污染时的黏着特性。以部分弹流理论为基础借助于多重网格作为数值计算工具建立了二维轮轨在油污染状态下考虑表面粗糙度的轮轨黏着计算模型。研究了在有油污染情况下轮轨间接触压力分布以及列车运行速度和接触压力对轮轨黏着系数的影响。给出了轮轨介质接触时的固体承载及液体动压分布。计算结果表明:随着速度的提高,黏着系数逐渐降低,最后基本上趋于稳定;随着接触压力的增大,黏着系数逐渐增大。     

高速轮轨水介质存在下的黏着特性数值研究

为了获得高速轮轨在水介质存在时的黏着特性,该文建立了三维轮轨间存在水介质时考虑表面粗糙度的轮轨黏着计算模型。该模型以部分弹流理论及弹性微观固体接触模型为基础,借助于多重网格作为数值计算工具。研究了水介质存在时列车运行速度、轴重及轮轨表面粗糙度对轮轨黏着系数的影响,并从数值角度揭示了其影响机理。计算结果表明,随着速度的提高,黏着系数逐渐降低;随着轴重的增大,黏着系数逐渐降低;适当地增加轮轨表面粗糙度有利于增加轮轨黏着特性。     

轮轨表面水介质混合润滑数值模拟

雨雪、潮湿等环境下,轮轨接触界面处于混合润滑状态,界面间的流体动压效应不可忽视,轮轨间的黏着系数降低,导致黏着力降低。根据确定的轮轨接触几何参数,建立考虑真实机械加工表面的混合润滑模型,模拟轮轨滚动接触界面水润滑状态,通过对比车削加工的纵纹粗糙表面与光滑表面数值解,结果表明:在水介质存在状态下,粗糙表面接触载荷比增加会大幅提高黏着系数;列车行驶速度较快时,混合润滑状态下轮轨黏着系数较小,不利于列车安全平稳运行;轮轨接触副在混合润滑状态下接触压力小于干接触状态接触压力,有利于提高轮轨接触副使用寿命。该研究可为轮轨表面设计提供了重要的理论依据。     

轮径和轴重对轮轨接触特性的影响

本文基于三维弹性体非Hertz滚动接触理论、CONTACT程序和有限元法,针对LMa车轮踏面与CN60钢轨匹配问题,通过仿真分析不同轮径和轴重的车轮对轮轨蠕滑力、轮轨接触应力和轮轨滚动接触疲劳等的影响。结果表明,在相同轮对横移量和轮径条件下,轴重每增加1t,轮轨蠕滑力平均增加7%～8%,接触斑面积、接触压力和等效应力平均增加2%～3%;在相同轮对横移量和轴重条件下,轮轨接触斑面积随轮径增加而增加,轮轨接触压力、等效应力随轮径增加而降低,但变化幅度均较小。计算结果可为车辆轮径和轴重的选择提供参考依据。     

两种轮轨接触应力算法对比分析

选择我国高速车轮LMa踏面及其运营磨耗后实测得到的踏面外形与我国标准CN60钢轨匹配,分别采用三维弹性体非Hertz滚动接触理论及其数值程序CONTACT和三维轮轨接触有限元模型,计算了轮轨接触斑面积、接触压力和接触应力等,并对两种算法所计算的结果进行了对比分析。计算结果表明:CONTACT程序计算得到的轮轨接触斑面积小于有限元计算结果,但CONTACT计算得到的轮轨间最大接触压力和最大等效应力大于有限元结果,尤其在车轮轮缘贴靠钢轨时两者差异更为明显。而当车轮与钢轨在接触点处的曲率半径远大于接触斑的几何尺寸时,CONTACT和有限元法得到的结果差异较小。车轮磨耗后轮轨接触容易发生多点接触,CONTACT和有限元法计算轮轨多点接触得到的结果相差非常大,CONTACT程序不宜用来解决此类接触问题。     

真空深冷环境下不锈钢与玻璃钢接触导热的影响因素研究

搭建了基于真空深冷环境下一维稳态热流的固体界面接触导热研究的试验装置,制作了3对不锈钢—玻璃钢测试试样,每对试样具有不同的表面粗糙度。在真空深冷环境下对不锈钢—玻璃钢界面接触导热进行了试验研究,分析讨论了界面接触压力和接触表面粗糙度等对接触导热的影响。结果表明,在相同接触压力条件下,表面粗糙度越大导致试样的实际接触面积越小,接触导热系数越小;表面粗糙度相同时接触压力越大,接触界面上发生接触的微凸体变形量增大,接触面积增大接触导热系数也越大。     

界面分形参数对法向接触刚度影响的研究

基于最小二乘法将分形表面简化为三角函数的叠加,采用弹塑性有限元方法计算界面的接触刚度,定量表征了法向接触压力、法向接触变形及法向接触刚度的关系,研究结果揭示了粗糙面分形维数和特征尺度参数对法向接触刚度的影响机制。结果表明:存在基体最优建模厚度,可有效提高粗糙面接触刚度的计算效率;法向接触刚度随法向接触变形及法向接触压力的增加呈现非线性增加趋势;表面分形维数和特征尺度参数对法向接触刚度影响显著,法向接触刚度随分形维数增加而增加,但随特征尺度参数增加而减小。     

钢板弹簧刚度特性及接触摩擦的非线性有限元分析

传统的钢板弹簧计算方法在精确建立力学模型时难度较大。考虑钢板弹簧实际工作过程中的大变形、片间接触和摩擦等多种非线性因素,建立某钢板弹簧的计算模型。提出考虑由相邻叶片所组成的接触对上接触压力和应力的分布分析方法,计算不同摩擦系数和载荷情况下的变形、等效应力和接触摩擦力对板簧力学性能的影响,以及不同簧片接触对之间接触压力、摩擦应力,接触总应力的相关性,得到若干研究结果。所提出的方法为进一步研究钢板弹簧中相邻叶片之间的非线性状态提供参考。     

轮轨接触问题的有限元分析

轮轨接触问题是列车稳定性与可靠性研究中的重要课题,本文基于ansys有限元软件,对轮轨接触问题进行了有限元分析。首先根据轮轨接触的几何特征,将问题简化成平面应变问题,然后假设轨道承受50mpa的压力,得到了轮轨等效应力云图及轨道的等效塑性应变云图。对轮轨存在水平挤压的接触问题进行了拓展分析,并探讨摩擦系数对等效应力云图和等效塑性应变图分布的影响。     

低温接触热导对冷冻靶温度场的影响规律

通过理论推导得出低温条件下不同接触方式的接触热导计算模型,与已有的实验结果对比分析,发现该计算模型具有较高的计算精度,并将该计算模型应用至惯性约束冷冻靶数值模拟计算中,结果表明:硅/铝合金接触热导的值随着装配条件、接触面的接触压力和表面粗糙度等因素改变而发生较大变化,在接触压力为0.2 MPa,表面粗糙度为0.1μm工况下,其接触热导值在6.7—56 kW·m~2/K;控制硅冷却臂与TMP结构冷环接触面间的的接触热导大于10kW·m~2/K,能够使靶丸外表面的温度分布均匀性、黑腔系统的换热能力与接触热导无穷大的理想状态偏差小于16%,对于胶Stycast 1266,为满足该条件,所允许的名义胶层厚度约为3μm。在实际工程中,利用接触热导预测公式可以反向推导硅冷却臂卡爪与TMP冷环间所需的压紧力控制范围,尽可能削弱接触热阻的影响。     

Numerical assessment of the loading of rolling contact fatigue cracks close to rail surface irregularities

Rolling contact fatigue damage of railway rails in the form of squats, characterised by local depressions and cracks located at the rail surface, has been linked to the occurrence of local rail surface irregularities. This study concerns rolling contact fatigue cracks in the vicinity of fairly smooth surface irregularities, here denoted dimples. The influence of factors such as dimple geometry, cluster effects, and crack size is evaluated. To this end, dynamic vehicle–track simulations featuring realistic wheel and rail profiles are employed to characterise the dynamic impact during a wheel passage. The contact load in the vicinity of the dimples is then mapped onto a 3D finite element model of a rail section containing a crack in the rail head. The crack loading is finally quantified by multimodal stress intensity factors. The analyses establish that also shallow dimples might have a significant impact on the crack loading. This effect is increased for larger or multiple irregularities but decreases as the crack grows.     

A rolling contact fatigue crack driven by squeeze fluid film

ABSTRACT A new model of surface breaking rolling contact fatigue (RCF) crack driven by a coupled action of a squeeze oil film built up in the crack interior and a pressure exerted at the external contact interface was developed. The model can be applied to the ‘nominally dry’ contact couples with an occasional presence of liquid in the crack interior (wheel/rail contact) as well as to the elastohydrodynamic lubrication (EHL) conditions. In the first case, the contact load is a result of solid/solid interaction and can be determined by solving the FE contact problem, but the liquid contained in the crack interior forms a thin film between the crack faces changing their interaction into the type of liquid/solid. This liquid is being periodically squeezed under contact load and acts as a ‘squeeze film’ known from the lubrication theory. In the second case, the liquid (lubricating oil) is permanently present in the contact area and consequently in the vicinity of the crack mouth. This creates conditions for filling the crack with oil. Similarly as in the first case, the ‘squeeze oil film’ is built between the crack faces. The contact load in this case results from a liquid/solid interaction and can be approximated by the pressure and traction distributions obtained from the numerical solution of the elastohydrodynamic contact problem. In both cases the model can be used to determine the Linear Elastic Fracture Mechanics (LEFM) crack tip stress intensity histories during cyclic loading and consequently to predict the crack growth rate and direction. An example of applying the model to the EHL case is given to explain the mechanisms and phenomena leading to the crack front loading. The cycle of rolling a roller over the crack was numerically simulated to obtain the mixed mode (I and II) SIF histories. In the analysis, the EHD pressure and traction were determined through the full solution of the EHD line contact problem accounting for the presence of a crack, whilst the pressure in the crack was found with the use of the wedge shaped squeeze oil film (SOF) model. Possible effects of the mode I and mode II stress intensity cycles on crack growth rate and direction are discussed. The solution indicates high pressure in the neighbourhood of the crack tip, exerted on the crack faces by the squeeze oil film. This leads to the ranges of the mode I and mode II SIF variations, which are larger than for the ‘dry’ and ‘fluid entrapment’ models, and can be an explanation for the crack growth rate observed in practice     

覆晶封装底胶充填流动研究

在IC封装中,覆晶封装拥有低成本、低交介口及体积小的特色.文中主要探讨了覆晶封装底胶充填时,锡球、芯片及基板间的流动状况.所使用的制程参数为进浇型式、射出压力、充填时间及锡球尺寸.进浇型式有单点、一字、L型和U型.研究结果显示,在覆晶封装底胶充填时,实验观察和仿真分析所得的平面方向的自由液面形状非常一致.在厚度方向,实验观察的自由液面形状为凹形.不同射出压力下,自由液面的接触角均相同.由此而知,在底胶充填时,表面张力为主要作用力.在相同射出压力下,0.8 mm锡球的自由液面接触角大于1.0 mm锡球的自由液面接触角.     

轮对运动状态对轮轨滚动接触应力的影响

分析计算了锥型踏面轮对沿轨道滚动接触时轮轨接触几何参数和不同运动状态下的轮轨之间的刚性蠕滑率。根据确定的轮轨接触几何参数和轮轨接触界面之间的蠕滑率,利用非Hertz滚动接触理论分析计算了锥型轮对和钢轨滚动接触斑作用力的分布。再利用弹性力学中Bossinesq-Cerruti力/位移计算公式并借助Gauss数值积分方法,确定了轮轨滚动接触时体内的弹性位移、应变和应力随轮对运动状态变化情况。数据结果为轮轨强度设计提供了重要的参考依据。     

轮轨横向滑动稳定性对曲线啸叫噪声的影响

车轮相对于钢轨发生横向滑动时,轮轨接触面上的摩擦力变化会引起曲线啸叫噪声。因此首先建立了车轮的状态空间模型和轮轨接触摩擦模型,对轮轨横向接触过程采用4阶Runge-Kutta法进行了时域分析,研究了如横向滑动速度、接触力、阻尼等因素对滑动过程稳定性的影响,并结合实例计算进行了验证,最终得出结论:轮轨横向滑动过程出现不稳定的主要原因是接触面间摩擦系数变化引起的自激振动;当车轮阻尼大于等效阻尼临界值时会使滑动过程稳定;轮轨间的垂向刚度和阻尼会使系统不稳定频率与车轮模态频率产生偏移。     

Analysis on elastic-plastic spherical contact and its deformation regimes, the one parameter regime and two parameter regime, by finite element simulation

In this paper the contact problem of a rigid sphere against an elastic-plastic sphere and a spherical elastic-plastic cavity is studied by means of finite element simulation for a wide range of radius ratios. Our results indicate that the deformation range naturally divides into two regimes, i.e. a one parameter regime (covering the elastic, small elastic-plastic and similarity deformation) and a two parameter regime (covering the finite deformation). In these two regimes average contact pressures (as well as contact area) versus indentation depth can be described respectively by the single parameter, i.e. indentation depth h/R_e, and the two parameters, i.e. h/R_e and radius ratio R₁/R₂. Moreover, the variation trends of average contact pressure with the increase of indentation depth differ markedly in different deformation regimes. The numerical evolution of pressure distribution indicates that with increase of indentation depth the pressure distribution becomes more peaked at the center of the contact area meanwhile the maximum contact pressure, limited by the flow stress, increases slightly. Therefore in the two parameter regime, the average pressure would stop growing and get lower rather than continuously higher as it does in the one parameter regime.     

Rail rolling contact fatigue dependence on friction, predicted using fracture mechanics with a three-dimensional boundary element model

Rolling contact fatigue crack growth continues to affect many railways worldwide. It is most often controlled through rail grinding in a preventive maintenance strategy, but to plan the required frequency and depth of grinding, prediction of crack growth rates has a vital role.This paper presents crack growth rate results from a new three-dimensional rail model containing an inclined surface breaking rolling contact fatigue crack. The calculations are based on a shear mode of crack growth, driven by the Hertzian contact pressure on the railhead and moderated by friction between the crack faces (“crack face friction”). The results from the model show good correlation with those from the previously published work in the area, with particularly good agreement at higher levels of surface friction coefficient.Applying the new model to a range of surface and crack face friction coefficients predicted that crack growth rate will rise with reduced internal crack face friction at all crack sizes. For small cracks (2 and 5 mm radius) rates were predicted to rise with increased surface traction, but this trend was reversed at larger crack sizes (10 and 19 mm radius). Identical trends were found when the modelling was repeated using the previously developed half-space based “2.5d” model, indicating that although this older model cannot represent the rail geometry its high speed means it remains a useful tool for investigating the effects of contact parameters on rail rolling contact fatigue. The next study in this area could therefore consider if there is a uniform or crack size related ratio for mapping 2.5d results to three-dimensional rail geometry to produce closer agreement in crack growth rates as well as trends. For the three-dimensional model, consideration of alternative crack morphologies and movement of the contact running band away from the rail centreline would provide additional data on the effect of rail grinding and re-profiling on rolling contact fatigue.     

On the low cycle fatigue failure of insulated rail joints (IRJs)

Insulated rail joints (IRJs) are safety critical components in the signalling system of railway corridors which provide a break in the continuity of the rail steel to locate trains. IRJs connect the two rail ends at the discontinuity to achieve geometric and mechanical requirements of rail. The bending stiffness of an IRJ is about one third that of continuous rail. As a result, the IRJs, especially those in heavy haul tracks, exhibit early failure predominantly due to ratchetting or alternating plasticity of railhead metal in the vicinity of the endpost insulators.A three-dimensional (3D) finite element numerical simulation is carried out to examine failures of railhead material in the vicinity of the endpost of an insulated rail joint considering high frequency dynamic wheel loading. A dynamic wheel load of 182 kN is applied through a contact patch; the distribution of contact pressure is considered using a non-Hertzian formulation. A 12 m long global IRJ model and a sub-model for localised analysis are employed. The shakedown theorem is employed in this study. Nonlinear isotropic/kinematic elastic–plastic material modelling is employed in the simulation. A peak pressure load lower than the shakedown limit is considered as the input load.The equivalent plastic strain plot for this load case lower than the shakedown limit demonstrates the railhead damage captured through a localised stress analysis in the vicinity of the endpost using the sub-modelling technique. The sub-surface plastic deformation of railhead material extends down to 8 mm from the railhead top surface. The critical crack initiating stress components are at 2–4 mm sub-surface depth. As such, the railhead material fails due to alternating plasticity through low cycle fatigue. Laboratory tests were performed to verify the simulation results and found that test and simulation results correlated well.