中文摘要：

轮轨接触应力对轮轨磨耗和滚动接触疲劳影响较大，因此精确计算轮轨接触点与接触应力非常重要。本文基于重载铁路轮轨标准型面，利用改进的轮对轴向切片投影法，准确找到轮轨多点接触。引入弹性压缩量，找到接触斑，利用一种精确计算轮轨接触应力的方法求得轮轨法向接触应力，并考虑轮轨摇头角和侧滚角的影响。结果表明：该方法在寻找轮轨多点接触与计算轮轨接触应力时结果较为准确、直接和全面；轮轨接触斑随着轮对横移和摇头角变化，呈现非椭圆形状；一侧车轮轮缘和轨距角处接触，曲率半径较小，轮轨法向接触应力最大值可达3400 M Pa ，而另一侧轮轨的法向接触应力均小于2000 M Pa。在轮对横移量为0～3 mm时，摇头角的增加使右轮轨接触斑面积减小，相应的接触应力增大；在轮对横移量为4～9 mm时，摇头角的增加使右轮轨接触斑面积增大，相应的接触应力减小；摇头角的增加对左轮轨接触状态有利，但影响不明显。

英文摘要：

As wheel‐rail contact stress has great influence on wheel‐rail wear and rolling contact fatigue ,precise calculation of w heel‐rail contact points and contact stress is crucial . First of all , based on the standard profile of the wheel‐rail running surface in heavy‐haul railway ,an improved axial slice projection method was used to locate precisely and effectively all the contact points between the wheel and the rail .Then ,the wheel‐rail con‐tact elastic compression was introduced to locate wheel‐rail contact patch . Thirdly , the method of a precise calculation of the w heel‐rail contact stress w as used to calculate w heel‐rail contact normal stress considering the effect of the yaw angle and the roll angle on the motion of the wheelset .Results showed that the wheelset axial slice projection method for locating wheel‐rail contact point was accurate , direct , and comprehensive when wheel‐rail multipoint contact was located and wheel‐rail contact stress was calculated . With the change of the lateral displacement and the yaw angle of the wheelset , the wheel‐rail contact patch showed a non‐elliptical shape .In one side of track with shorter radius of curvature where wheel rim and rail gauge angle contacted , the maximum value of w hee‐rail normal contact stress could reach 3 400 M Pa;In the other side of track , the wheel‐rail normal contact stress was less than 2 000 MPa .When the lateral displacement of the wheelset was set from 0 to 3 mm , the increase of the yaw angle of the wheelset led to the decrease of the right wheel‐rail contact patch area and increase of the corresponding w heel‐rail normal contact stress . When the lateral dis‐placement of the wheelset was set from 4 to 9 mm ,the increase of the yaw angle of the wheelset led to the in‐crease of the right w heel‐rail contact patch area and decrease of the corresponding w heel‐rail normal contact stress . The increase of the yaw angle of the wheelset was conducive to the left wheel‐rail contact .But th