摘要
通过Archard磨损公式和Hertz接触模型,建立了考虑动态磨损系数的机车齿轮磨损数值仿真模型,计算了理想情况下齿面磨损分布情况;利用ABAQUS二次开发UMESHMOTION子程序,结合ALE自适应网格,建立了齿轮磨损有限元模型,在仿真后通过MATLAB提取齿面磨损信息,并将有限元计算结果与数值仿真结果进行了对比;通过改变模型参数,研究了摩擦因数和中心距误差对齿面磨损的影响;基于多体动力学软件SIMPACK建模仿真得到了轮轨激励下从动齿轮垂向振动位移,并将其加载到有限元模型进行齿面磨损仿真计算。计算结果表明:2种计算方法得出的齿轮磨损分布情况较为一致,即主、从动齿轮最大磨损深度均在齿根处,节线处磨损深度为0,且节线两侧单双齿交替区域磨损深度均出现突变,磨损深度总量随摩擦因数的增大而增加,且均位于以节线为界靠近齿根处,当摩擦因数最大值取0.25时,磨损深度总量为3.104×10^(-6)mm,而齿顶处相反;当中心距误差为负时,随着中心距的减少,磨损深度总量呈增大趋势,最大值为3.313×10^(-6)mm,而当中心距误差为正时,随着中心距的增大,磨损深度总量变化甚微;轮轨外部激励会加剧齿根处磨损,影响齿轮寿命及行车安全。
Based on the Archard wear formula and Hertz contact model,the numerical simulation model of locomotive gear wear considering dynamic wear coefficient was established,and the wear distribution of tooth surface was calculated under ideal condition.The finite element model of gear wear was established by the secondary development of the UMESHMOTION subroutine in ABAQUS and ALE adaptive mesh.After simulation,the tooth surface wear information was extracted by MATLAB,and the results of finite element calculation were compared with those of numerical simulation.The effects of friction factor and center distance error on tooth surface wear were studied by changing the model parameters.Based on the multi-body dynamics software SIMPACK,the vertical vibration displacement of the driven gear under wheel-rail excitation was obtained and loaded into the finite element model for simulation and calculation of tooth surface wear.Calculation results show that the gear wear distributions obtained by the two calculation methods are consistent,or in other words,the maximum wear depths of the driving and driven gears are at the root of the tooth,and the wear depth of the pitch line is 0.The wear depths of the alternating area of single and double teeth on both sides of the pitch line are abrupt.The total wear depth increases with the increase in friction factor,and all of them are located near the root of the tooth,with the pitch line as the boundary.When the maximum friction factor is 0.25,the total wear depth is 3.104×10^(-6)mm,while the opposing situation is observed at the tip of the tooth.When the center distance error is negative,the total wear depth increases with the decrease in the center distance,and the maximum value is 3.313×10^(-6)mm.However,when the center distance error is positive,the total wear depth changes slightly with the increase in the center distance.Wheel-rail external excitation will aggravate wear at the root of the tooth,affecting gear life and driving safety.1 tab,26 figs,31 refs.
作者
朱海燕
王梦威
郑宇轩
易勇
肖乾
曾京
张卫华
ZHU Hai-yan;WANG Meng-wei;ZHENG Yu-xuan;YI Yong;XIAO Qian;ZENG Jing;ZHANG Wei-hua(State Key Laboratory of Performance Monitoring and Protecting of Rail Transit Infrastructure,East China Jiaotong University,Nanchang 330013,Jiangxi,China;Guangdong Intercity Railway Operation Co.,Ltd.,Guangzhou 51o310,Guangdong,China;State Key Laboratory of Rail Transit Vehicle System,Southwest Jiaotong University,Chengdu 61003l,Sichuan,China)
出处
《交通运输工程学报》
EI
CSCD
北大核心
2024年第2期166-178,共13页
Journal of Traffic and Transportation Engineering
基金
国家自然科学基金项目(52162045)
江西省自然科学基金项目(20232ACB204022,20224BAB204040,20202BABL204036)
载运工具与装备教育部重点实验室自主课题(KLCEZ2022-11)
轨道交通运载系统全国重点实验室开放课题(RVL2403)。
关键词
车辆工程
机车齿轮
内外激励
齿面磨损
摩擦因数
中心距误差
轮轨激励
vehicle engineering
locomotive gear
internal and external excitation
tooth surface wear
friction factor
center distance error
wheel-rail excitation
