| In the great-leap-forward development of the Chinese railway, High speed and heavy load are the significant developing orientation of railway transportation. The heavy haul railway transportation technology in China has made a breakthrough since 21st century. However, with the increase of the train operating speed and loading capacity, the Wheel/Rail wear problems become serious gradually, thus the Wheel/Rail wear has become the key problem in the development of heavy haul freightage.Studying on the formation mechanism of Wheel/Rail wear, there are two kinds of method railway grinding and Wheel/Rail lubrication operating or friction management to solve the problem of Wheel/Rail wear especially for the existing railway line. Preventive grinding and profile optimized grinding are suitable for the high speed railway and the Wheel/Rail lubrication is an important method to solve the problem of Wheel/Rail wear for the heavy haul railway. In this paper, How to effectively solve the problem of Wheel/Rail wear without affecting the smooth and safe operation of the train by a reasonable rail comprehensive friction management is studied mainly. What is called rail comprehensive friction management contains the following three elements:Selecting the right comprehensive rail friction control method, Choosing the viable rail friction control agent or lubricants and selecting corresponding rail friction control device, Selecting the right comprehensive rail friction control method is the key point of the rail comprehensive friction management operation and research.In order to systematically evaluate the influence of comprehensive rail friction management on the safety, stability and wear resistance of the Wheel/Rail system, the multi-objective optimizing algorithm with linear weighted sum method is adopted in this paper. The derailment coefficient and wheel load reduction rate are used to evaluate the system security. Taking the variable friction coefficient into account the judging criterion of the derailment coefficient and wheel load reduction rate have been modified. The acceleration value of the vehicle body is used for the stability index. Elkins wear index, friction power, Wheel/Rail lateral force, lateral force of wheelset and Wheel/Rail attack angle are used for the wear resistance indicator.C80-ZK6 vehicle and track model is set up by using multi-body dynamics software package SIMPACK. Different rail friction management strategy is simulated in the software to study the dynamic responses on the straight and curve section under the different friction management method. For the straight section, Top of rail friction management, Gauge face of rail friction management and Total Synchronous friction management are adopted in the simulation; on the curve section, the influence of the comprehensive rail friction management to the integrated evaluation index is analyzed under the conditions of symmetric and asymmetric friction management for the high and low track, it contains Top of rail friction management, Gauge face of rail friction management and Total friction management.According to the multi-objective optimizing outcomes, it is suggested that on the straight section gauge face of rail friction management is enough, top of rail friction management can be adopted when it is necessary; however, total friction management with asymmetrical inner and outer track friction control should be adopted on the curve section. In general, it is recommend that the friction coefficient of gauge face should remain 0.15 on the straight section, the friction coefficient of the top rail is preferable from 0.2 to 0.35; For the curve section, it is advised that the friction coefficient of the top rail of outer track should keep 0.35, while for the friction coefficient of the top rail of inner track 0.2 is advisable, in addition the friction coefficient of the gauge face should be less than 0.15. |
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