Effect of Brake Friction Block Installation Direction on Stick-Slip Vibration of High-Speed Train
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摘要:
为了研究高速列车制动器六边形摩擦块安装方向对摩擦块的黏滑振动的影响，在自行研制的多模式高速列车制动性能模拟试验台上开展了不同安装方向下的摩擦学试验，并结合有限元分析中模态分析和磨损仿真，建立了摩擦块安装方向与界面接触行为、界面摩擦磨损以及黏滑振动之间的关系. 综合试验和仿真结果表明：摩擦块安装方向显著影响了界面接触压力分布和磨损状态，使得系统表现出不同的黏滑振动现象. 在本试验条件下，黏滑振动会诱发噪声，但强度较低；摩擦块安装方向会影响黏滑振动的频率和强度，但并不改变黏滑振动属于低频振动的属性；并且有限元仿真频率与试验振动频率相吻合. 模态分析表明黏滑振动是由结构的第1阶模态贡献的，而安装方向会对结构的模态造成影响，进而引发不同的界面接触状态和动力学行为. 另外，磨损仿真分析也表明六边形摩擦块安装方向会显著影响摩擦界面接触状态，从而使接触面积、接触应力分布和磨损程度均存在差异，因此影响了不同系统的黏滑振动特性.
Abstract:A brake is one of the most important safety and performance components of a high-speed train and the final guarantee toensure it soperation safety. A high-speed train brake consists of one or a few brake discs, and each brake disc is associated with a number of friction blocks that take various geometric shapes (such as circle and hexagon). Under relatively low-speed braking conditions, the friction contact interface between a brake disc and friction blocksmay lead to unstable stick-slip vibration of a brake system. During actual braking, the dynamic characteristics of stick-slip vibration of abrake system is affected by the structural parameters of the system and the characteristics of the frictional contact interface. However, the study on the influence of the configuration, shape and orientation of these friction blocks on stick-slip vibration in a brake system is not adequate. Therefore, in order to discover the effect of the installation direction of a hexagonal friction block of a high-speed train brake on the stick-slip vibration of the block, tribological tests under different installation directions are carried out on a self-designed multi-mode high-speed train braking performance simulation test bench, combined with modal analysis and wear simulation in finite element analysis. The relationship between the installation direction of the friction block and interface contact behaviour, interface friction and wear, and stick-slip vibration was established.
The comprehensive test and simulation results showed that the installation direction of the friction block significantly affected the contact pressure distribution and wear state of the interface, resulting in different stick-slip vibration phenomena in the system. Among them, the hexagonal friction block system installed at 30° angle produced the lowest amplitude of stick-slip vibration, the shortest period of stick-slipmotion, the highest frequency of stick-slip vibration, the disk-block interface contact state was most even, and the surface wear severity was the least. The stick-slip vibration could induce noise, but the intensity was low. The installation direction of the friction block would affect the frequency and intensity of the stick-slip vibration, but it did not change the attribute that the stick-slip vibration was a kind of low-frequency vibration. The finite element simulation frequency was approximately equal to the measured vibration frequency. Modal analysis showed that the stick-slip vibration was contributed to mostly by the first mode of the brake structure, and the installation direction would affect the mode of the structure, and led to different interface contact states and dynamic behaviours. In addition, the wear simulation analysis also showed that the installation direction of the hexagonal friction block would significantly affect the contact states of the friction interface, so that the contact area, contact stress distribution and wear level all varied with the direction and thereby affect the stick-slip vibration characteristics of different friction systems.
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图 1 试验装置：(a)实物图和(b)结构示意图
Figure 1. The test apparatus: (a) physical drawing and (b) structural schematic
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图 2 (a)制动盘和(b)摩擦块试样形状尺寸示意图，(c)安装方向示意图
Figure 2. (a) Schematic diagram of the shape and dimensions of the brake disc and (b) friction block specimen, (c) schematic diagram of the installation direction
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图 3 试验装置三维模型：(a)有限元模型和(b)网格划分及其边界条件
Figure 3. 3D model of the test rig: (a) FE model and (b) meshing and its boundary conditions
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图 4 不同系统振动信号：(a)速度信号和(b)速度-位移相图
Figure 4. The vibration signals of different systems: (a) velocity signal and (b) the velocity-displacement phase diagram
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图 5 不同系统切向速度信号FFT分析
Figure 5. FFT analysis of tangential velocity signals of different systems
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图 6 不同系统的噪声时域信号及其FFT分析：(a) D-0系统；(b) D-15系统；(c) D-30系统和(d) D-45系统
Figure 6. Noise time domain signals of different systems and their FFT analysis: (a) D-0 system, (b) D-15 system, (c) D-30 system and (d) D-45 system
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图 7 不同制动系统有限元模型第1阶固有频率和相应的振型
Figure 7. The first natural frequency and corresponding mode shapes of finite element models of different brake systems
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图 8 不同制动系统在7 s内的磨损过程中摩擦块与制动盘接触面积的变化曲线
Figure 8. The curves of the contact area between friction block and brake disc during the wear process of different brake systems within 7 s
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图 9 不同制动系统摩擦块在第7秒时的接触状态云图
Figure 9. Cloud chart of the contact state of friction block at the 7th second for different brake systems
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图 10 不同制动系统在磨损时间为7 s时摩擦块表面的接触压力和磨损深度云图
Figure 10. The contact pressure and wear depth of friction block surface for different brake systems with wear time of 7s
表 1 零部件材料参数及单元数
Table 1 The material parameters and elements of components
Parts Density/(kg/m3) Young's modulus/GPa Poisson's ratio Elements Brake disc 7 850 210 0.3 13 366 Friction block 5 200 6.5 0.29 10 350 Friction block fixture 7 800 200 0.3 2 938 Arm of force 7 900 190 0.3 4 933 Bracket 7 900 190 0.3 2 164 Spring steel sheet 7 850 198 0.23 500 
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