Evaluation method for railway wheel abrasion and stripping competition relation

Abstract

The invention discloses a method for evaluating the abrasion and stripping competitive relationship of a railway wheel, which mainly adopts a rolling contact test to measure the stripping resistance and abrasion resistance of a wheel material. A GPM-30 microcomputer is used for controlling a rolling contact material wear fatigue testing machine, and the performance of the material under different slip ratios, contact stresses and lubricating media is evaluated, so that the performance characteristics of the material can be better known, and the friction wear and fatigue stripping mechanism of the material can be researched, and the competition relationship of the material can be evaluated. According to the method, the defects in the prior art are overcome, the friction wear and fatigue stripping mechanism of the wheel is studied so as to evaluate the competition relation, the evaluation method of the railway wheel wear and stripping competition relation is established, and technical support is provided for improving the service life of the railway wheel.

Description

Technical Field

[0001] The invention relates to the technical field of railway trains, and in particular to a method for evaluating the competitive relationship between railway wheel wear and peeling. Background Art

[0002] Wheels are the core components of railway vehicles. They are in high-speed and heavy-load operation for a long time. Various fatigue damages may occur during operation, such as common damage such as wheel rim cracks and tread peeling. These fatigue damages seriously threaten the driving safety of high-speed trains and have attracted special attention.

[0003] When the wheel is running, the rolling contact stress between the wheel and the rail is large and changes alternately, causing the wheel tread subsurface to undergo plastic deformation during operation. When the plastic deformation exceeds the plastic limit of the material, surface cracks will form, and scaly or tortoise-like microcracks will form on the metal surface. Wheel peeling is mainly caused by contact fatigue and thermal damage. Wheel wear refers to the surface wear caused by friction and pressure between the wheel and the rail during use. Wear is a surface contact problem.

[0004] At present, it is extremely difficult to evaluate the competitive relationship between wear and debonding of railway wheels. On the one hand, it is very difficult to simulate the loads on the wheels through experiments because the loads on the wheels are extremely complex due to the various working conditions that trains experience during high-speed operation. Railway wheels mainly experience radial loads and tangential loads, both of which can cause wear and debonding on the wheel surface. Wear and debonding are usually competitive with each other because the former can partially or completely remove any cracks formed on the surface as well as the surface itself.

[0005] Based on the Archard wear model, Li Shuai derived the calculation formula for the wear rate of the wheel and rail surface, explored the competitive relationship between wheel-rail rolling contact fatigue and wear, and analyzed the influence of wear on the wheel-rail rolling contact fatigue crack growth rate under different traction coefficients, axle loads and crack friction coefficients. (Reference: Li Shuai. Finite element simulation of wheel-rail rolling contact fatigue crack initiation and growth characteristics [D]. Southwest Jiaotong University, 2021. DOI: 10.27414 / d.cnki.gxnju.2021.003685.)

[0006] In view of the above-mentioned deficiencies in the prior art, the present invention is proposed. Summary of the invention

[0007] Optimizing the competition mechanism of wear and stripping of railway wheels is the key to ensuring railway operation. There is a lack of establishing the connection between the two, so it is necessary to establish a predictive model to evaluate the competing effects of wear and stripping.

[0008] In order to address the shortcomings of existing technologies, the mechanisms of wheel friction wear and fatigue peeling were studied in order to evaluate their competitive relationship. An evaluation method for the competitive relationship between railway wheel wear and peeling was established to provide technical support for improving the service life of railway wheels.

[0009] In view of the shortcomings of the prior art, the method of the present invention studies the competitive relationship between railway wheel wear and peeling, and establishes an evaluation method for the competitive relationship between railway wheel wear and peeling. The specific scheme is as follows:

[0010] A method for evaluating the competitive relationship between wear and peeling of railway wheels, using a rolling contact test to determine the anti-peeling and anti-wear properties of wheel materials; using a rolling contact material wear fatigue testing machine to evaluate the performance of the material under different slip rates, contact stresses and lubricating media, the specific steps include:

[0011] Step S1: rolling contact test;

[0012] This includes conducting dry and wet contact rolling contact tests;

[0013] Step S10: Processing the wheel specimen and the rail specimen;

[0014] Step S20: performing dry contact and wet contact rolling contact tests;

[0015] Step S200, rolling contact test method;

[0016] The test piece in step S10 is tested by using a dry friction rolling contact test and a wet friction rolling contact test respectively;

[0017] Step S201, setting of test parameters;

[0018] Step S202, test sample processing;

[0019] Step S2: analyzing the surface damage morphology of each material specimen under different contact conditions;

[0020] The fatigue fracture morphology of different materials and four cycle samples was observed by scanning electron microscope.

[0021] Step S3: drawing the wear and peeling variation trend and competition diagram with depth;

[0022] In the step S3, the wear amount and crack depth are obtained according to the test, and a competition comparison diagram of wear and peeling of different materials is drawn;

[0023] Step S4: Modeling and analysis of the competitive relationship between wear and stripping;

[0024] In the step S4, a model is built to analyze the competitive relationship between stripping and wear according to the competitive comparison diagram;

[0025] Step S41, establishing a wear damage function model;

[0026] Step S42, establishing a peeling damage function model;

[0027] Step S43, establishing a competition function TC.

[0028] Preferably, in step S10, a sample is taken at a distance of 30 mm from the tread of the wheel specimen and processed into a ring shape with a boss and a diameter of 60 mm; the rail companion specimen is processed into a ring shape from the track material and also has a diameter of 60 mm;

[0029] The samples were further processed.

[0030] Preferably, the specific steps of step S200 are as follows:

[0031] The test set the rotation speed of the specimen to 1000rpm. To avoid adverse effects on the specimen caused by excessive acceleration when the test machine is started, the rotation speed needs to be gradually increased; the test machine increases by 100rpm each time until the speed reaches the set 1000rpm;

[0032] The slip ratio was set to 1%;

[0033] Before the test begins, the test objectives must be clearly defined, which is to evaluate the wear and peeling properties of each material;

[0034] It is necessary to stop the test specimen of each material after running 20,000 cycles under rolling / sliding dry contact conditions, and then replace it with another specimen to conduct tests for 100,000, 200,000 and 300,000 cycles;

[0035] This process will continue until the specimens of various materials have completed 300,000 cycles of testing.

[0036] Preferably, the test parameters of step S201 are set as follows:

[0037]

[0038] Where a is the semi-major axis of the elliptical contact, F is the vertical load, R is the equivalent radius, and E is the equivalent elastic modulus;

[0039]

[0040] In the formula, E is the equivalent elastic modulus, v1 and v2 are the Poisson's ratios of the specimen, and E1 and E2 are the elastic moduli of the specimen;

[0041]

[0042] In the formula, R is the equivalent radius, R1 and R2 are the radii of the specimen respectively;

[0043]

[0044] Where, b is the minor semi-axis of the elliptical contact, d1 and d2 are the diameters of the specimen, v1 and v2 are the Poisson's ratios of the specimen, E1 and E2 are the elastic moduli of the specimen, F is the vertical load, and l is the contact line length of the contact area;

[0045]

[0046] Where P max is the maximum contact stress, b is the minor semi-axis of the elliptical contact, F is the vertical load, and l is the contact line length of the contact area.

[0047] Preferably, the step S202 is a test sample processing operation;

[0048] Specifically: after completing the test, the sample needs to be removed and placed in an alcohol solution, and then placed in an ultrasonic cleaning machine; after cleaning, the sample mass is measured. In order to reduce errors, each measurement is repeated 3 times when measuring the sample mass.

[0049] Preferably, the specific steps of step S41 are as follows:

[0050] Competition between wear and RCF (rolling contact fatigue) in heavy-duty truck material wear test, conversion to Archard wear model:

[0051]

[0052] In the formula, V is the wear volume, P is the normal load, S is the sliding distance, H is the material hardness, and k is the wear coefficient. The wear coefficient is related to the mechanical properties, structure and interface adhesion properties of the material.

[0053] When considering the competitive effect, the degree of peeling is relatively light, and the focus is on the change of wear depth with load times:

[0054]

[0055] Where h is the wear depth, P is the normal load, k is the wear coefficient, H is the material hardness, and L is the length of wheel-rail contact;

[0056] The formula for the variation of wear depth with the number of cycles is given as:

[0057]

[0058] Where h is the wear depth, N is the number of cycles, P is the normal load, and K is defined as K = k / HL.

[0059] Preferably, the specific steps of step S42 are as follows:

[0060] The new RCF (rolling contact fatigue) prediction method based on the new crack depth prediction model is as follows:

[0061]

[0062] Where M is the slope, γ is the creep rate, Tγ is the energy generated by wheel-rail contact, and N is the intercept;

[0063] The creep force in the above formula is determined by the following formula:

[0064] T γ =T ξ γ ζ +T η γ η

[0065] In the formula, ξ is the lateral direction, η is the longitudinal direction, T is the tangential force acting on the wheel, and γ is the creep rate value;

[0066] The lateral force and longitudinal force are determined by the following two equations:

[0067] T η =f 11 γ η

[0068]

[0069] In the formula, f 11 is the longitudinal creep coefficient, γ η is the longitudinal creep rate, f 22 is the lateral creep coefficient, γ ξ is the lateral creep rate, f 23 is the spin creep coefficient, γ φ is the spin creep rate;

[0070] Since it is a double-disc test, there is only longitudinal creep, and the longitudinal creep rate is determined by the following formula:

[0071]

[0072] Where D w , D r are the diameters of the main specimen and the companion specimen respectively;

[0073] The longitudinal creep coefficient is determined by the following formula:

[0074] f 11 =GabC 11

[0075] Where a and b are the major and minor semi-axes of the wheel-rail contact ellipse, respectively; G is the shear elastic modulus of the wheel-rail material, and C is 11 is the dimensionless Kalker coefficient, which is related to the Poisson's ratio v of the material and the ratio of the major and minor semi-axes of the contact ellipse a / b;

[0076] Combining the above formulas, we get T γ The expression is as follows:

[0077]

[0078] Where a and b are the major and minor semi-axes of the wheel-rail contact ellipse, respectively; G is the shear elastic modulus of the wheel-rail material, and C is 11 is the dimensionless Kalker coefficient, which is related to the Poisson's ratio v of the material and the ratio of the major and minor semi-axes of the contact ellipse a / b. w , D r are the diameters of the main specimen and the companion specimen, respectively.

[0079] Preferably, the specific steps of step S43 are as follows:

[0080] The formula of the competition function obtained by combining the wear damage function model and the peeling damage function model is as follows:

[0081]

[0082] Where, T C is the competition coefficient, N is the number of cycles, and K is defined as K = k / HL;

[0083] Right now This indicates that wear and tear is dominant;

[0084] Right now This indicates that stripping is dominant;

[0085] Right now This shows that the two are in a relatively balanced state.

[0086] Beneficial effects:

[0087] The present invention solves the deficiencies of the prior art, studies the wheel friction wear and fatigue peeling mechanism to evaluate their competitive relationship, establishes an evaluation method for the competitive relationship between railway wheel wear and peeling, and provides technical support for improving the service life of railway wheels.

[0088] Terminology explanation:

[0089] Wheel wear refers to the surface wear of the wheel due to friction and pressure with the track during use;

[0090] Wheel stripping is the flaking of metal from the tread surface to form small pits or flaky protrusions. BRIEF DESCRIPTION OF THE DRAWINGS

[0091] In order to more clearly illustrate the technical solution of the present invention, the following is a brief introduction to the drawings required for use in the brain wave-based train emergency braking control method and system. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0092] Figure 1 It is the overall flow chart of the present invention;

[0093] Figure 2 The left (a) is the wheel specimen, and the right (b) is the rail specimen.

[0094] Figure 3 is a schematic diagram of the specimen structure. Figure 3 a is the main view of the specimen, Figure 3 b is the cross-section of the main specimen;

[0095] Figure 4 is the structural diagram of the test piece. Figure 4 a is the main view of the test piece. Figure 4 b is the cross-sectional view of the test piece;

[0096] Figure 5 This is the damage scanning electron microscope image of the A# sample with 300,000 operating cycles under dry friction contact state;

[0097] Figure 6 This is the damage scanning electron microscope image of the B# sample with 300,000 operating cycles under dry friction contact state;

[0098] Figure 7 This is the damage scanning electron microscope image of the C# sample with 300,000 operating cycles under dry friction contact state;

[0099] Figure 8 This is the damage scanning electron microscope image of sample A# under the wet friction contact state with a stress level of 2000Mpa;

[0100] Fig. 9 This is the damage scanning electron microscope image of the B# sample under the wet friction contact state with a stress level of 2000Mpa;

[0101] Fig.10 This is the damage scanning electron microscope image of the C# sample under the wet friction contact state with a stress level of 2000Mpa;

[0102] Fig.11This is the competitive relationship diagram between wear and RCF (rolling contact fatigue) of material A# in dry friction test;

[0103] Fig.12 This is the competitive relationship diagram between wear and RCF (rolling contact fatigue) of material B# in dry friction test;

[0104] Fig.13 This is the competitive relationship diagram between wear and RCF (rolling contact fatigue) of C# material in dry friction test;

[0105] Fig.14 This is the competitive relationship diagram between wear and RCF (rolling contact fatigue) of material A# in wet friction test;

[0106] Fig.15 This is the competitive relationship diagram between wear and RCF (rolling contact fatigue) of material B# in wet friction test;

[0107] Fig.16 This is the competitive relationship diagram between wear and RCF (rolling contact fatigue) of C# material in wet friction test;

[0108] Fig.17 This is a prediction diagram of the competitive relationship among the three materials.

[0109] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0110] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

[0111] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art in the art to which the present invention belongs. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with the meanings in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless defined as herein.

[0112] To facilitate understanding of the embodiments of the present invention, a specific embodiment is used as an example to further explain the present invention. However, this embodiment does not constitute a limitation on the embodiments of the present invention.

[0113] Combination Figure 1As shown, the present invention provides a method for evaluating the competitive relationship between railway wheel wear and peeling, mainly using a rolling contact test to determine the anti-peeling and anti-wear properties of wheel materials. By using a GPM-30 microcomputer-controlled rolling contact material wear and fatigue testing machine, the performance characteristics of the material can be better understood by evaluating the performance of the material under different slip rates, contact stresses and lubricating media, and its friction wear and fatigue peeling mechanism can be studied to evaluate its competitive relationship.

[0114] Specific steps combined Figure 2-Figure 17 The instructions are as follows:

[0115] Step S1: rolling contact test;

[0116] This includes conducting dry and wet contact rolling contact tests;

[0117] Step S10: Processing the wheel specimen and the rail specimen;

[0118] In step S10, a sample is taken at a distance of 30 mm from the tread of the wheel specimen and processed into a ring shape with a boss and a diameter of 60 mm. The rail companion specimen is processed into a ring shape from the track material and also has a diameter of 60 mm. Figure 2 , Figure 3 , Figure 4 As shown in .

[0119] The samples were further processed.

[0120] Step S20: performing dry contact and wet contact rolling contact tests;

[0121] Step S200, rolling contact test method;

[0122] The test piece in step S10 is tested by using a dry friction rolling contact test and a wet friction rolling contact test respectively;

[0123] Furthermore, in the above technical solution, the specific steps of step S200 are as follows:

[0124] The test set the rotation speed of the specimen to 1000rpm. In order to avoid the adverse effect of excessive acceleration on the specimen when the test machine is started, the rotation speed needs to be gradually increased. The test machine increases by 100rpm each time until the speed reaches the set 1000rpm. In addition, the slip rate is set to 1%. Before the test begins, the test goal must be clearly defined, that is, to evaluate the wear and peeling performance of the three materials A#(329HB), B#(341HB), and C#(351HB). To this end, rolling / sliding dry contact conditions are required. The specimen of each material is stopped after running 20,000 cycles, and then replaced with another specimen for 100,000, 200,000, and 300,000 cycles. This process will continue until the specimens of the three materials have completed 300,000 cycles of testing.

[0125] Step S201, setting of test parameters;

[0126] The test parameters of step S201 are set as follows:

[0127]

[0128] Where a is the semi-major axis of the elliptical contact, F is the vertical load, R is the equivalent radius, and E is the equivalent elastic modulus.

[0129]

[0130] Where E is the equivalent elastic modulus, v1 and v2 are the Poisson's ratios of the specimen, and E1 and E2 are the elastic moduli of the specimen.

[0131]

[0132] Where R is the equivalent radius, R1 and R2 are the radii of the specimen respectively.

[0133]

[0134] Where b is the minor semi-axis of the elliptical contact, d1 and d2 are the diameters of the specimen, v1 and v2 are the Poisson's ratios of the specimen, E1 and E2 are the elastic moduli of the specimen, F is the vertical load, and l is the contact line length of the contact area.

[0135]

[0136] Wherein, Pmax is the maximum contact stress, b is the minor semi-axis of the elliptical contact, F is the vertical load, and l is the contact line length of the contact area. Further, in the above technical solution, after completing the test in step 2-3, the sample needs to be removed and placed in an alcohol solution, and then placed in an ultrasonic cleaning machine. After cleaning, the sample mass is measured. In order to reduce errors, each measurement is repeated 3 times when measuring the sample mass.

[0137] Step S202, test sample processing;

[0138] Step S2: analyzing the surface damage morphology of each material specimen under different contact conditions;

[0139] like Figure 5-Figure 10 As shown in the figure, the fatigue fracture morphologies of three different materials and four cycle samples were observed using a scanning electron microscope.

[0140] Step S3: drawing the wear and peeling variation trend and competition diagram with depth;

[0141] like Figure 11-Figure 17 As shown in , in the step S3, the wear amount and crack depth are obtained according to the test, and a competition comparison diagram of wear and peeling of three materials is drawn.

[0142] Step S4: Modeling and analysis of the competitive relationship between wear and stripping;

[0143] In the step S4, a model is built to analyze the competitive relationship between stripping and wear according to the competitive comparison diagram;

[0144] Step S41, establishing a wear damage function model;

[0145] The specific steps of step S41 are as follows:

[0146] Competition between wear and RCF (rolling contact fatigue) in heavy-duty truck material wear test, conversion to Archard wear model:

[0147]

[0148] Where V is the wear volume, P is the normal load, S is the sliding distance, H is the material hardness, and k is the wear coefficient. The wear coefficient is related to the mechanical properties, structure, and interface adhesion properties of the material.

[0149] When considering the competitive effect, the degree of peeling is relatively light, and the focus is on the change of wear depth with load times:

[0150]

[0151] Where h is the wear depth, P is the normal load, k is the wear coefficient, H is the material hardness, and L is the length of the wheel-rail contact.

[0152] The formula for the variation of wear depth with the number of cycles is given as:

[0153]

[0154] Where h is the wear depth, N is the number of cycles, P is the normal load, and K is defined as K = k / HL.

[0155] Step S42, establishing a peeling damage function model;

[0156] The specific steps of step S42 are as follows:

[0157] The new RCF (rolling contact fatigue) prediction method based on the new crack depth prediction model is as follows:

[0158]

[0159] Where M is the slope, γ is the creep rate, Tγ is the energy generated by wheel-rail contact, and N is the intercept.

[0160] The creep force in the above formula is determined by the following formula:

[0161] T γ =T ξ γ ζ +T η γ η

[0162] Where ξ is the lateral direction, η is the longitudinal direction, T is the tangential force acting on the wheel, and γ is the creep rate value.

[0163] The lateral force and longitudinal force are determined by the following two equations:

[0164] T η =f 11 γ η

[0165]

[0166] In the formula, f 11 is the longitudinal creep coefficient, γ η is the longitudinal creep rate, f 22 is the lateral creep coefficient, γ ξ is the lateral creep rate, f 23 is the spin creep coefficient, γ φ is the spin creep rate.

[0167] Since it is a double-disc test, there is only longitudinal creep, and the longitudinal creep rate is determined by the following formula:

[0168]

[0169] Where D w , D r are the diameters of the main specimen and the companion specimen, respectively.

[0170] The longitudinal creep coefficient is determined by the following formula:

[0171] f 11 =GabC 11

[0172] Where a and b are the major and minor semi-axes of the wheel-rail contact ellipse, respectively; G is the shear elastic modulus of the wheel-rail material, and C is 11 is the dimensionless Kalker coefficient, which is related to the Poisson's ratio v of the material and the ratio a / b of the major and minor semi-axes of the contact ellipse.

[0173] Combining the above formulas, we get T γ The expression is as follows:

[0174]

[0175] Where a and b are the major and minor semi-axes of the wheel-rail contact ellipse, respectively; G is the shear elastic modulus of the wheel-rail material, and C is 11 is the dimensionless Kalker coefficient, which is related to the Poisson's ratio v of the material and the ratio of the major and minor semi-axes of the contact ellipse a / b. w , D r are the diameters of the main specimen and the companion specimen, respectively.

[0176] Step S43, establishing a competition function TC;

[0177] The specific steps of step S43 are as follows:

[0178] The formula of the competition function obtained by combining the wear damage function model and the peeling damage function model is as follows:

[0179]

[0180] Where TC is the competition coefficient, N is the number of cycles, and K is defined as K = k / HL.

[0181] Right now This indicates that wear and tear is dominant;

[0182] Right now This indicates that stripping is dominant;

[0183] Right now This shows that the two are in a relatively balanced state.

[0184] Wear occurs due to the removal of material by sliding contact. In the prior art document (Reference: Li Shuai. Finite element simulation of wheel-rail rolling contact fatigue crack initiation and propagation characteristics [D]. Southwest Jiaotong University, 2021. DOI: 10.27414 / d.cnki.gxnju.2021.003685.), lateral creep is not considered; wheel peeling is mainly caused by the ratchet effect of the wheel tread. The present invention considers the wear and peeling characteristics of three materials with different hardness in the experiment, while the ratchet effect of the wheel-rail material is not considered in the prior art document, and the effectiveness of the model is not verified through experiments.

[0185] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0186] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0187] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for an electronic device (which can be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0188] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for evaluating the competitive relationship between railway wheel wear and peeling, characterized in that: The rolling contact test is used to determine the anti-peeling and anti-wear properties of the wheel material. The rolling contact material wear fatigue tester is used to evaluate the performance of the material under different slip rates, contact stresses and lubricating media. The specific steps include: Step S1: rolling contact test; This includes conducting dry and wet contact rolling contact tests; Step S10: Processing the wheel specimen and the rail specimen; Step S20: performing dry contact and wet contact rolling contact tests; Step S200, rolling contact test method; The test piece in step S10 is tested by using a dry friction rolling contact test and a wet friction rolling contact test respectively; Step S201, setting of test parameters; Step S202, test sample processing; Step S2: analyzing the surface damage morphology of each material specimen under different contact conditions; The fatigue fracture morphology of different materials and four cycle samples was observed by scanning electron microscope. Step S3: drawing the wear and peeling variation trend and competition diagram with depth; In the step S3, the wear amount and crack depth are obtained according to the test, and a competition comparison diagram of wear and peeling of different materials is drawn; Step S4: Modeling and analysis of the competitive relationship between wear and stripping; In the step S4, a model is built to analyze the competitive relationship between stripping and wear according to the competitive comparison diagram; Step S41, establishing a wear damage function model; Step S42, establishing a peeling damage function model; Step S43, establish competition function T C .

2. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: In the step S10, a sample is taken at a distance of 30 mm from the tread of the wheel specimen and processed into a ring shape with a boss and a diameter of 60 mm; the rail companion specimen is processed into a ring shape from the track material and also has a diameter of 60 mm; The samples were further processed.

3. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: The specific steps of step S200 are as follows: The test set the rotation speed of the specimen to 1000rpm. To avoid adverse effects on the specimen caused by excessive acceleration when the test machine is started, the rotation speed needs to be gradually increased; the test machine increases by 100rpm each time until the speed reaches the set 1000rpm; The slip ratio was set to 1%; Before the test begins, the test objectives must be clearly defined, which is to evaluate the wear and peeling properties of each material; It is necessary to stop the test specimen of each material after running 20,000 cycles under rolling / sliding dry contact conditions, and then replace it with another specimen to conduct tests for 100,000, 200,000 and 300,000 cycles; This process will continue until the specimens of various materials have completed 300,000 cycles of testing.

4. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: The test parameters of step S201 are set as follows: Where a is the semi-major axis of the elliptical contact, F is the vertical load, R is the equivalent radius, and E is the equivalent elastic modulus; In the formula, E is the equivalent elastic modulus, v1 and v2 are the Poisson's ratios of the specimen, and E1 and E2 are the elastic moduli of the specimen; In the formula, R is the equivalent radius, R1 and R2 are the radii of the specimen respectively; Where, b is the minor semi-axis of the elliptical contact, d1 and d2 are the diameters of the specimen, v1 and v2 are the Poisson's ratios of the specimen, E1 and E2 are the elastic moduli of the specimen, F is the vertical load, and l is the contact line length of the contact area; Where P max is the maximum contact stress, b is the minor semi-axis of the elliptical contact, F is the vertical load, and l is the contact line length of the contact area.

5. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: The step S202 is a test sample processing operation; Specifically: after completing the test, the sample needs to be removed and placed in an alcohol solution, and then placed in an ultrasonic cleaning machine; after cleaning, the sample mass is measured. In order to reduce errors, each measurement is repeated 3 times when measuring the sample mass.

6. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: The specific steps of step S41 are as follows: Competition between wear and RCF (rolling contact fatigue) in heavy-duty truck material wear test, conversion to Archard wear model: In the formula, V is the wear volume, P is the normal load, S is the sliding distance, H is the material hardness, and k is the wear coefficient. The wear coefficient is related to the mechanical properties, structure and interface adhesion properties of the material. When considering the competitive effect, the degree of peeling is relatively light, and the focus is on the change of wear depth with load times: Where h is the wear depth, P is the normal load, k is the wear coefficient, H is the material hardness, and L is the length of wheel-rail contact; The formula for the variation of wear depth with the number of cycles is given as: Where h is the wear depth, N is the number of cycles, P is the normal load, and K is defined as K = k / HL.

7. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: The specific steps of step S42 are as follows: The new RCF (rolling contact fatigue) prediction method based on the new crack depth prediction model is as follows: Where M is the slope, γ is the creep rate, Tγ is the energy generated by wheel-rail contact, and N is the intercept; The creep force in the above formula is determined by the following formula: T γ =T ξ c ζ +T η c η In the formula, ξ is the lateral direction, η is the longitudinal direction, T is the tangential force acting on the wheel, and γ is the creep rate value; The lateral force and longitudinal force are determined by the following two equations: T η =f 11 c η In the formula, f 11 is the longitudinal creep coefficient, γ η is the longitudinal creep rate, f 22 is the lateral creep coefficient, γ ξ is the lateral creep rate, f 23 is the spin creep coefficient, γ φ is the spin creep rate; Since it is a double-disc test, there is only longitudinal creep, and the longitudinal creep rate is determined by the following formula: Where D w , D r are the diameters of the main specimen and the companion specimen respectively; The longitudinal creep coefficient is determined by the following formula: f 11 =GabC 11 Where a and b are the major and minor semi-axes of the wheel-rail contact ellipse, respectively; G is the shear elastic modulus of the wheel-rail material, and C is 11 is the dimensionless Kalker coefficient, which is related to the Poisson's ratio v of the material and the ratio of the major and minor semi-axes of the contact ellipse a / b; Combining the above formulas, we get T γ The expression is as follows: Where a and b are the major and minor semi-axes of the wheel-rail contact ellipse, respectively; G is the shear elastic modulus of the wheel-rail material, and C is 11 is the dimensionless Kalker coefficient, which is related to the Poisson's ratio v of the material and the ratio of the major and minor semi-axes of the contact ellipse a / b. w , D r are the diameters of the main specimen and the companion specimen, respectively.

8. The method for evaluating the competitive relationship between railway wheel wear and peeling according to claim 1, characterized in that: The specific steps of step S43 are as follows: The formula of the competition function obtained by combining the wear damage function model and the peeling damage function model is as follows: Where, T C is the competition coefficient, N is the number of cycles, and K is defined as K = k / HL; Right now This indicates that wear and tear is dominant; Right now This indicates that stripping is dominant; Right now This shows that the two are in a relatively balanced state.

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