以CRH2型动车组制动系统轴盘为雏形，基于摩擦功率方法，进行轴盘热负荷计算研究及边界条件确定。依据能量守恒定律，采用简化计算施加制动盘体表面的热流密度方法，得出动车组紧急制动情况下，平均强迫对流换热系数和平均自然对流换热系数的函数曲线关系。基于ANSYS软件，仿真模拟出CRH2型动车组紧急制动条件下，轴装制动盘的温度场分布和应力场大小。结果表明：在制动过程中动车组制动盘在开始制动瞬间表面温度迅速上升，当t=-20 S时达到峰值焉。后缓慢下降；制动开始后盘体热应力瞬间急剧上升，在t=9．6 S时达到最大值δmax=238 MPa，随后逐渐呈下降趋势。最大应力值％。远远小于盘体材料常温下最大许用应力ab=785 MPa，符合CRH2型动车组轴盘材料及结构工况下使用条件和闸片的摩擦副要求及制动系统技术规定。热应力变化曲线和温度场分布曲线峰值前后存在步差，峰值变化趋势基本相同，即首先急剧上升到一个最大峰值，然后缓慢下降。
Based on the friction power method, the calculation method of the heat load of the axle mounted disc and thedetermination of the boundary conditions were studied with axle mounted disk for brake system of CRH2 EMUs. According to theenergy conservation method, the heat flux density applied to the surface of the brake disc was simplified and the relationship betweenthe average forced convective heat transfer coefficient and the average natural convective heat transfer coefficient was determined. WithANSYS software, the temperature field distribution and the stress field size of the brake disc of the CRH2 EMUs were simulated. Theresults showed that： the surface temperature of the train brake disc rised rapidly at the moment of braking, and decreases slowly when thepeak value reaches Tmax after t=-20 s; After the start of the brake, the thermal stress of the plate increased abruptly, reaching the maximumvalue of am=238 MPa at t=-9.6 s, and then gradually declined; The maximum stress value of am was much smaller than the maximumallowable stress of the material at room temperature ab=785 MPa, in line with CRH2 EMUs shaft material and structural conditions of useconditions and brake friction requirements and brake system technical requirements. The thermal stress curve and the temperature fielddistribution curve before and after the peak had a step difference but the same basic trend, which was rising to a maximum rapidly at firstand then slowing down.
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