Page 43 - 摩擦学学报2025年第5期

第 5 期 韩振宇, 等: 不同运行参数下珠光体与贝氏体钢轨钢滚动磨损与接触疲劳行为研究 677

Wear and rolling contact fatigue (RCF) are the primary mechanisms causing damage to rail materials during wheel-rail
service processes. To investigate the influence of rail material and operational conditions on rail wear and RCF behavior,
twin-disc rolling-sliding tests were conducted. [Method] In the present study, hypoeutectoid, eutectoid and bainitic rail
steels were selected to run against CL60 wheel. Seven series of tests were conducted, and each tests were all running for
500 000 cycles. Tests were performed under three wheel velocities (120, 200 and 250 r/min), three axle loads (17, 21 and
25 t) and three curvature radius (flat, 600 and 2 000 m). The wear and RCF behavior of rail materials after the test were
analyzed in details. [Results] The results indicated that the wear rate of eutectoid rail material was always higher than
that of hypoeutectoid rail and bainite rail. The surface damage of eutectoid rail materials was always more severe than
the other two materials. The surface damage of bainite steel rail material was the least severe, with only a number of pits
distributed and almost no material peelings. The plastic deformation layer depth of eutectoid steel rail was about 1.8
times that of hypoeutectoid steel rail and bainite steel rail materials. The crack length and depth of pearlite rail materials
were generally greater than those of bainite rail materials. With the velocity increased, the wear rate and surface damage
degree of the rail material generally showed a decreasing trend. And there was almost no effect on the depth of plastic
deformation layer and the degree of crack damage of rail materials. With the axle load increased, the surface damage and
plastic deformation layer depth of the three rail materials gradually increased. And the degree of RCF crack damage
would gradually intensify under the increasing wheel-rail contact effect with the axle load increases. When the axle load
further increased to 25 t, material peeling would occur on the rail surface, which would reduce the length and depth of
the cracks. Reducing the curvature radius would lead to an increase in the lateral force, thereby increasing the wear rate
and plastic deformation layer depth of the rail material. As the curvature radius decreased, the rail surface damage
significantly intensified, especially for pearlite materials with a 600 m curve radius, there were a large number of layered
material peelings on the surface. [Conclusions] Under identical operational conditions, variations in wear and RCF
behavior were observed among different rail materials. Generally, bainitic steel rail materials exhibited milder damage
compared to eutectoid steel rails. As velocity increased, the wear rate of rail material decreased, along with a reduction
in surface damage. Conversely, with increased axle load, both the material wear rate and the depth of plastic deformation
layer increased, resulting in heightened surface damage. Additionally, fatigue crack damage initially increased and then
diminished. Notably, the trends of material wear rate, plastic deformation layer depth, and surface damage degree
showed a negative correlation with curvature radius. Rail material sustained more severe damage under operating
conditions characterized by lower speeds, heavier axle loads, and smaller curvature radii on railway lines. Consequently,
timely implementation of corresponding repair measures was imperative.
Key words: rail material; operating conditions; wear; rolling contact fatigue; pearlite; bainitic

[10]
钢轨作为实现列车支撑、导向和高速运行的轨道 伤形式则主要为黏着磨损. Hu等 通过对比珠光体钢
结构关键部件，其服役行为直接影响到列车的运行安 轨与无碳化物贝氏体钢轨材料在Tγ/A (轮轨接触参数，
全. 由于钢轨材质与性能的差异性以及服役工况的复 A：轮轨接触面积；T：轮轨试样间切向力/蠕滑力；γ：轮
杂性，导致钢轨材料在应用过程中不可避免地出现磨 轨界面蠕滑率)方面的磨损状态和滚动接触疲劳损伤
损和接触疲劳损伤，常见形式包括钢轨压溃、钢轨波 行为差异，得出贝氏体钢轨材料的耐磨性与常规珠光
磨和轨距角开裂等 [1-4] . 体钢轨材料近似，而高强珠光体钢轨的耐磨性较差.
钢轨材料特性对其磨损和接触疲劳行为的影响 轮轨服役于较为开放的环境，除钢轨材料自身性
研究备受国内外学者关注，众所周知，U71Mn和U75V 能外，复杂的运行工况也会对钢轨材料磨损与接触疲
钢轨在国内铁路网中得到了广泛应用和研究 [5-6] . 鉴于 劳行为产生影响. He等 研究发现材料接触疲劳损伤
[11]
[12]
传统珠光体钢轨材料的力学性能几乎发展到了理论 程度与车轮转速的变化趋势呈负相关. Zhang等 研
极限，具备更佳抗接触疲劳损伤性能、可焊性和低周 究得出钢轨材料的表面损伤程度、裂纹深度和磨屑尺
疲劳寿命的贝氏体钢轨应运而生 [7-8] . 近年来，国内外 寸随车轮线速度的降低而增加，并且滑差和车轮线速
针对贝氏体钢轨材料磨损和接触疲劳损伤行为开展 度将同时影响到钢轨材料的磨损率及磨屑的氧化程
[13]
[9]
了大量研究. Chen等 提出在相同滑动磨损条件下，贝 度. 朱文涛 指出轮轨接触疲劳裂纹深度随轮轨间接
[14]
氏体钢轨材料比珠光体钢轨材料具有更好的耐磨性. 触应力的增加而增加，Zhang等 提出随着轴重的增
珠光体钢轨材料的表面损伤形式主要为带有明显片 加，钢轨硌伤缺陷处材料的残留裂纹深度有所增加，
状剥落特征的疲劳磨损，而贝氏体钢轨材料的表面损 但角度变化不大. 另外，线路曲线半径也会影响到钢