众所周知，铁路运输相较于其他交通运输的主要优点在于运量大、速度快、单位运量耗能少等方面。虽然铁路运输耗能少是其自身存在的优势，但铁路运输过程中依然消耗了很大一部分的能量，为了顺应国家发展的需要，响应国家节约能源、减少排放的号召，研究铁路运输中能耗的影响因素不可或缺。铁路运输较其他运输方式最大的特点在于它的轮轨关系，因此从轮轨关系的方向去研究列车能耗的影响因素是非常具有现实意义的。
首先，实地考察了朔黄线黄骅港车站区段的铁路实际磨损情况，并测量了不同磨耗时期的LM型车轮踏面，结合线路上不同半径曲线数量的统计图，初步了解了朔黄线上的轮轨关系的主要参数。另外，通过阅读文献、查阅相关资料，得到了添加摩擦改进剂后，轮轨关系变化的参数。在掌握这些原始数据的基础上，进一步完善了能耗计算理论模型，具体是从摩擦改进剂模型的完善、摩擦功的计算方法、自旋蠕滑力矩的计算方法以及能耗计算模型的完善等方面展开分析的。最后利用动力学分析软件和数值计算软件进行详细的分析，探究不同磨耗时期的车轮廓形以及不同表面状态的钢轨对重载铁路能耗的影响。论文的主要工作和结论如下：
1.使用Simpack软件仿真建立了C80车辆的动力学模型后，查阅相关文献，确定了在实际工况中添加摩擦改进剂不但会影响轮轨摩擦系数，还会影响对应的Kalker权重系数。依据这一事实，为后续的动力学分析提供相关参数依据，修正了原有的动力学、能耗分析方法，在此基础编写了相应的数值计算程序。
2. 调查了朔黄线黄骅港车站区段轮轨关系，具体工作可以分为三个部分。第一，调查了朔黄线上钢轨表面的磨损情况，对比实测的不平顺频谱图，了解到线路上存在波长为80mm左右的波磨且钢轨表面存在严重的磨损和损伤；第二，挑选不同磨耗里程的车辆测量他们的车轮踏面，得到了0~30万千米不同磨耗时期的车轮踏面廓形；第三，结合线路上不同半径曲线数量统计表，确定了本文计算的各种工况曲线半径。
3. 通过分析C80车辆模型在改变车轮踏面廓形和钢轨表面状态时的车辆动力学性能变化，得出添加摩擦改进剂和不同磨耗时期的车轮踏面廓形对车辆动力学性能的影响。计算结果显示：随着车轮磨耗里程的增加，在两种不同表面状态的钢轨上，最大轮轨横向力、最大轮轨垂向力、最大轮重减载率、最大脱轨系数均呈现先增大再减小的趋势。添加摩擦改进剂后能够改善最大垂向轮轨力、最大轮重减载率、车辆垂向平稳性等动力学性能，整体上来看添加摩擦改进剂不会影响车辆通过的安全可靠性。
4. 研究了不同磨耗的车轮廓型、通过速度、不同曲线半径以及不同角度的轨底坡等参数对添加摩擦改进剂后车辆通过时能耗节省量的影响，还据此分析了能耗经济，分析结果表明：速度对能耗节省量的影响比较大，能耗节省量随着通过速度的增大而增大；不同角度的轨底坡也对能耗节省量有较大影响，车辆通过时的的能耗节省量随着轨底坡角度的增大而增大；磨耗经济性分析表明，当摩擦改进剂运用在朔黄线上的小半径曲线上时，每年节省电能约1.59×107 kWh，节省的等效燃煤约7.95×106 kg，减少的等效二氧化碳排放量约2.33×107 kg。
 

As is well-known,rail transportation has advantages in transport volumes，velocity，energy-saving compared with other transportation. While rail transportation has a significant advantage in energy-saving,there are enormous energy consumed in rail transportation still. In order to meet the needs of national development, respond to the national call of energy-saving and emission reduction,it’s indispensable to research on the influencing factors of energy-saving in rail transportation.Rail transportation has a greatest feature in the wheel/rail relationship compared with other transportation.Therefore,it has practical significance to study the influencing factors of energy-saving from the wheel/rail relationship.
In this study,a field test of the rail tread profiles on Huanghuagang Station of Shuohuang Railway was conducted firstly, and wheel profile of LM Type with different wear times has been measured. Through the graphs of the number of curves of different radius on Shuohuang Railway, the main parameters of the wheel/rail relationship was obtained.In addition, Through reading the literature, access to relevant information, the parameters of the wheel/rail relationship were obtained after applying friction modifier.On the basis of these raw data,an energy-saving calculation theory model has been further improved combined with the improved top friction modifier model, computational method of friction work and computational method of spin creepage torque.At last,the impact of wheel tread profile of LM Type with different wear times and top friction modifier on energy-saving were analyzed by the dynamics analysis software and numerical calculation software.An introduction and the main findings of this study includes:
1.After the C80 vehicle dynamics model was established by SIMPACK software, it was found that it can not only lowering the saturated COF at the wheel/rail interface,but also affect the corresponding Kalker Weighting factor. Based on the fact, the parameters of the dynamics analysis are provided, the original dynamics and energy-saving analysis methods are corrected. On this basis, the corresponding numerical calculation program is written.
2.A field research of the wheel/rail relationship on Huanghuagang Station of Shuohuang Railway is conducted,the work can be divided into three parts.The first part, a field test of the rail tread profiles on Shuohuang Railway was conducted.Compared with measured track excitation,
it was found that there were wave mills with a wavelength of about 80 mm and severe wear and damage on the surface of the rail. The second part,
0 to 30 million meters of different wear period wheel tread profile profile was obtained from the mearsurement. The third part,combined with the graphs of the number of curves of different radius, the radius of the curves of various working conditions in this paper is determined.
3.The influence due to the application of the top of rail friction modifier and the wheel prolfile on dynamic performance is analyzed with the C80 vehicle model.Simulation result show that with the increase in wheel wear mileage,the vehicle’s wheel/rail forces,rate of wheel load reduction and derail coefficient all increase first and then decrease before and after applying  friction modifier.The existence of friction modifier can improve the wheel/rail vertical forces, rate of wheel load reduction and the vehicle’s vertical stability. So overall,the vehicle operating process is safe and stable due to the application of the friction modifier.
4.The energy-saving achieved by applying the top of rail friction modifier is calculated and analyzed under different operation conditions such as wheel tread profile with different wear times ,running speed, track curve radius,as well as rail cant and the economy caused by energy saving is studied at the same time.Simulation results show that the vehicle’s velocity has a more significant influence on energy-saving, the energy saving amount increases as the speed increases.At the same time, the rail cant also has a more significant influence on energy-saving, the energy saving amount increases as the rail cant increases.Economic analyses show that the application of the top of rail friction modifier on small radius curves helps Shuohuang Railway save 15.9 million kWh electricity every year, equivalent to saving 7.95 million kg coal burning and 23.3kg carbon dioxide emissions.
 

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