Relevant bibliographies by topics / Railway wear analysis

Academic literature on the topic 'Railway wear analysis'

Author: Grafiati
Published: 10 March 2023

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Journal articles on the topic "Railway wear analysis"

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Kisilowski, Jerzy, and Rafał Kowalik. "Railroad Turnout Wear Diagnostics." Sensors 21, no. 20 (October 9, 2021): 6697. http://dx.doi.org/10.3390/s21206697.

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The article presents a few issues related to the technical condition of a railway turnout, an important element of the railway network where about 90% of railway accidents occur. In the first part of the article, the results of railway turnout wear are presented. A comparison of normal forces (in wheel–rail contact) in vehicle traffic on straight track without a turnout and normal forces occurring when a rail vehicle passes a turnout is presented. Then, turnout wear processes for selected speeds are presented. In the next part of the paper, the possibilities of using a vision system are presented, which, in combination with tools for image processing analysis, makes it possible to detect wear and distances between the key elements of a railway turnout. The main idea of the proposed online diagnostic system solution is to use the analysis of received images (photos) with the help of a vision system. The basic problem to be solved in the proposed system was to develop algorithms responsible for generating wear areas from high-resolution images. The algorithms created within the work were implemented and tested in the MATLAB software environment. The presented method is an original procedure for diagnosing turnout elements for each time instant. The proposed system is compatible with railway traffic control systems.
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Bongosuren, Tuvshintur, and Valeriy Gozbenko. "ANALYSIS WEAR OF WHEEL PAIRS ULAANBAATAR WAGONS RAILWAY." Scientific Papers Collection of the Angarsk State Technical University 2020, no. 1 (June 23, 2020): 145–52. http://dx.doi.org/10.36629/2686-7788-2020-1-145-152.

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The article is devoted to the analysis of the wear of the crest of the wheel pairs of freight cars of the Ulanbator Railway. Based on numerous experimental data, the factors affecting wear are investigated. According to the change in ridge thickness, the wear rate of the first wheelset over 5000 km is less than the third, and the wear of the second wheelset is less than the fourth. Subsequent 10,000 km and 30,000 km of run, this indicator changes in the opposite direction, therefore, it is necessary to change the sequence of wheelsets.
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Avsievich, Alexandr, Vladimir Avsievich, Nikita Avsievich, Dmitry Ovchinnikov, and Anton Ivaschenko. "Railway Track Stress–Strain Analysis Using High-Precision Accelerometers." Applied Sciences 11, no. 24 (December 14, 2021): 11908. http://dx.doi.org/10.3390/app112411908.

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We propose a new approach for railway path diagnostics on the basis of track line stress–strain analysis using the data provided by high-precision accelerometers. This type of sensor provides sufficient accuracy with lower costs, and enables the development of a railway digital twin, according to the concept of the Internet of Things. The installation of sensors on a railway track along its entire length allows real-time monitoring of the states of the technical parameters of the railway track, and using mathematical methods to evaluate its wear on the basis of constantly received data. This paper presents an original 3D model of a railway track line and the results of its analysis using a finite element method. To test the model, we performed an analysis of the normal stresses and deformations in the elements of a railway track by simulating the impact of rolling stock on a section of a railway track with intermediate rail fastenings, ZhBR-65SH. The research results were probated and tested at the testing ground of the Kuibyshev branch of Russian Railways, the Samara track. The proposed approach makes it possible to determine the load of the track, and knowing the movement of the rail, to calculate the structural stress in the elements of the railway track, to constantly monitor the parameters of the slope and rail subsidence.
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Li, Biao, Fei Shen, Lichun Bai, Kevin Kho, and Kun Zhou. "Numerical Analysis of Rail Wear Behavior in Railway Systems." International Journal of Modeling and Optimization 9, no. 3 (June 2019): 166–70. http://dx.doi.org/10.7763/ijmo.2019.v9.704.

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Jiang, Yongzhi, Wensheng Zhong, Pingbo Wu, Jing Zeng, Yunchang Zhang, and Shuai Wang. "Prediction of wheel wear of different types of articulated monorail based on co-simulation of MATLAB and UM software." Advances in Mechanical Engineering 11, no. 6 (June 2019): 168781401985684. http://dx.doi.org/10.1177/1687814019856841.

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Analysis of the Chongqing monorail shows that there is no relationship between wheel wear and radial force, which means the radial force cannot be used to evaluate the wheel wear of monorail. Due to the same physical significance of the Schallamach tire wear model for automobiles, the wear index of railway wheels, which represents the creep power of unit wheel–rail contact area, is proved to be effective in evaluating the wheel wear of railway vehicles, automobiles, and vehicles with both properties, namely, monorail. Parameters of Chongqing monorail, modified through genetic algorithm, are used to build the model of the articulated monorail. Through co-simulation of the MATLAB and UM software, the wheel wears of two types of articulated monorail are calculated. For both types of monorails, correlation analysis shows that the variation of driving wheel and guide wheel wear of the inner bogies with the track curvature radius are roughly the same. The variation of the wheel wears in the two end bogies is a little different from that of the inner bogies. Comparison indicates that the wheels of the bolster type monorail wear more than that of the non-bolster type. Regardless of the monorail type, the wheels in the inner bogies wear more.
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Cui, Yu, Qing He, Zhenhua Zhang, and Zhiguo Li. "USING EXTREME VALUE THEORY TO IDENTIFY RAILCAR ASYMMETRIC WHEEL WEAR AND ITS BENEFIT ANALYSIS." Transport 34, no. 5 (December 9, 2019): 569–78. http://dx.doi.org/10.3846/transport.2019.11657.

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Railcar asymmetric wheel wear leads to severe wear on one wheel but mild wear on the other wheel. The consequences of the asymmetric wheel include accelerated wear, mechanical failure and downtime, and high financial penalties. Therefore, identifying the asymmetric wheel wear is critical not only for cost effective maintenance but also for safe operations. Fortunately, the increasing amount of various wayside detectors is instrumented along the railway that can monitor the health of railcar components and log plenty of detailed information about railroad operations. One can use this information to identify the asymmetric wheel wear in the early stage. However, most elliptically contoured distributions are effective in describing normal events but not in dealing with the outliers, which mainly locate in the tails of the distribution. Asymmetric wheel wear requires effective anomaly detection that mainly focuses on the extreme values in the tail of a right-skewed distribution. In this paper, we employ the Extreme Value Theory (EVT), which handles the unusually high or low data in the distribution, to derive an extreme value score to identify asymmetric wheel wear. Experiment results show that identification of asymmetric wheel wear can generate huge monetary benefit in terms of reducing average maintenance times of railcars.
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Huang, Chao, Anbin Wang, Xiaohan Gu, Xiaogang Gao, Yu He, Lang Liu, and Feng Gao. "High-Frequency Vibration Analysis and Optimization of Irregular Wear of Pantograph Carbon Strips." Shock and Vibration 2020 (August 30, 2020): 1–15. http://dx.doi.org/10.1155/2020/8850079.

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The irregular wear of carbon current collector pantograph strips increases the railway maintenance costs and introduces safety hazards in the railway operation. This paper presents a method for analyzing the irregular wear of carbon strips with numerical dynamic analyses and modal tests. The carbon strips were studied in laboratory tests, and an equivalent numerical model for the investigation of their irregular wear and performance improvement was established. The results from the computational simulations were evaluated based on the laboratory results, and the correlation between the high-frequency vibration and irregular wear of the carbon strips was studied. The irregular wear contour of the carbon strips coincides with the high-frequency mode shape according to the experimental and numerical results. Moreover, the dynamic design for carbon strips was optimized with the validated computational model. The results suggest that the optimized schemes effectively mitigate the irregular wear of carbon strips.
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Povilaitienė, Inesa, Ipolitas Zenonas Kamaitis, and Igoris Podagėlis. "INFLUENCE OF GAUGE WIDTH ON RAIL SIDE WEAR ON TRACK CURVES." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 12, no. 3 (September 30, 2006): 255–60. http://dx.doi.org/10.3846/13923730.2006.9636400.

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The main property of the railway system is infrastructure objects and rolling‐stock. Holding any kind of a property requires huge expenses and renovation investments. Intensive wearing of the rails on the track curves is observed. This problem is always topical in railways. In this article a possibility to decrease wear of rails on curves is analysed. The purpose of the authors’ research was to estimate the influence of rail wearing on the track widening and permissible deviations on curves when radius is less than 650 m. Also, to estimate the possibility to reduce railroad maintenance expenses associated with the change of the worn rails, when gauge on curves with radius less than 650 m is widened. For this reason in this article a mathematical model is presented. This model evaluates the influence of the gauge width on rail wearing on curves. An experiment was carried out on Lithuanian railway line curves. Results and analysis of the experimental research are presented in the article.
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Coo, Byeong-Choo, and Young-Jin Lee. "Railway Vehicle Wheel Restoration by Submerged Arc Welding and Its Characterization." Sci 1, no. 1 (April 17, 2019): 25. http://dx.doi.org/10.3390/sci1010025.

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When a railway vehicle moves on a curved rail, sliding contact occurs between the rail head side and wheel flange, which wears the wheel flange down. The thinned flange needs to be restored above the required minimum thickness for structural safety. In this study, a new process and welding wire for restoring worn-out railway wheels by submerged arc welding was developed. To characterize the properties of the restored wheel, dilatometric analysis of phase transformation, SEM/EDX analyses, hardness measurement, and residual stress measurement using the X-ray diffraction method were performed. Finally, wear tests with full-size wheel/rail specimens were carried out. It was confirmed that the weld metal was composed of bainitic microstructures as intended, and welding defects were not observed. The wear amount of the restored wheel was greater than that of the base material, but it was less than half of the wear depth of the weld-repaired wheel with ferritic–pearlitic microstructures. The developed process seems applicable to industry.
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Coo, Byeong-Choo, and Young-Jin Lee. "Railway Vehicle Wheel Restoration by Submerged Arc Welding and Its Characterization." Sci 1, no. 2 (September 4, 2019): 52. http://dx.doi.org/10.3390/sci1020052.

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When a railway vehicle moves on a curved rail, sliding contact occurs between the rail head side and wheel flange, which wears the wheel flange down. The thinned flange needs to be restored above the required minimum thickness for structural safety. In this study, a new process and welding wire for restoring worn-out railway wheels by submerged arc welding was developed. To characterize the properties of the restored wheel, dilatometric analysis of phase transformation, SEM/EDX analyses, hardness measurement, and residual stress measurement using the X-ray diffraction method were performed. Finally, wear tests with full-size wheel/rail specimens were carried out. It was confirmed that the weld metal was composed of bainitic microstructures as intended, and welding defects were not observed. The wear amount of the restored wheel was greater than that of the base material, but it was less than half of the wear depth of the weld-repaired wheel with ferritic–pearlitic microstructures. The developed process seems applicable to industry.
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Dissertations / Theses on the topic "Railway wear analysis"

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Havlíček, Petr. "Vliv zpevňování výbuchem na strukturu a vlastnosti Hadfieldovy oceli z hlediska užití v železniční dopravě." Doctoral thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2015. http://www.nusl.cz/ntk/nusl-234427.

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The high alloyed austenitic manganese steel, the Hadfield steel, thanks to its good wear resistance of the work surface and maintaining the high toughness of the internal material in the same time, is successfully applied for casted crossings. The crossings are the most dynamic stressed components in the railway turnouts. Thanks to low surface and sub-surface hardness the occurrence of plastic deformation and the progressive wear of the crossing running surfaces can be found since the initial stages of the crossing operational life. One possibility how to increase the surface and the sub-surface hardness and this way improve the dimensional stability and the crossing lifetime as well is to apply the explosive hardening of the crossing running surfaces. The technology mentioned above means the application of the explosives in the imminent nearness to the running surface of the crossing, when the high pressure wave acting within the extremely short period actuates the plastic deformation of the material structure. The work deals with analysis of influence of explosive hardening on the structure and characteristic of Hadfield steel. The explosive hardened samples have the surface and the sub-surface hardness checked and the microscopic analysis and X – ray diffraction is applied, including the TEM analysis as well carried out by the transmission electronic microscope. The characteristics experimental testing including outcomes from assessment of the contact – fatigue load of the explosive hardened Hadfield steel samples are the part of the work as well. As an experiment final part the outcomes of the long –term validation, the surface hardness and wear of the crossing running surfaces of the explosive hardened crossing already installed into the Czech Republic railway track are introduced as well.
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Book chapters on the topic "Railway wear analysis"

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Kalker, J. J., and A. Chudzikiewicz. "Calculation of the Evolution of the Form of a Railway Wheel Profile Through Wear." In Unilateral Problems in Structural Analysis IV, 71–84. Basel: Birkhäuser Basel, 1991. http://dx.doi.org/10.1007/978-3-0348-7303-1_7.

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Lian, Jun Ying, Tai Quan Zhou, Yuan Hua, and Guo Liang Dai. "Reliability Analysis of Railway Tunnel Construction Process within Soft and Weak Rock Mass Using the Unified Elasto-Plastic Strength Criterion." In Key Engineering Materials, 2521–24. Stafa: Trans Tech Publications Ltd., 2007. http://dx.doi.org/10.4028/0-87849-456-1.2521.

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Samanta, Anik Kumar, Arunava Naha, Devasish Basu, Aurobinda Routray, and Alok Kanti Deb. "Online Condition Monitoring of Traction Motor." In Advances in Civil and Industrial Engineering, 489–523. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0084-1.ch020.

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Squirrel Cage Induction Motors (SCIMs) are major workhorse of Indian Railways. Continuous online condition monitoring of the SCIMs like Traction Motor (TM) are essential to prevent unnecessary stoppage time in case of a complete failure. Before a complete failure, the TMs generally develop incipient or weak faults. Weak faults have minute influence on the motor performance but eventually leads to complete failure of the motor. If these weak faults are identified at the earliest then, a scheduled maintenance can be planned which will prevent any unplanned stoppage. The signals used for SCIM fault detection are motor current, voltage, vibration, temperature, voltage induced in search coil, etc. The most popular fault detection technology is based on Motor Current Signature Analysis (MCSA). MCSA based online and onboard TM condition monitoring system can be very useful for Indian railways to reduce the cost of operation and unplanned delay by shifting from unnecessary scheduled maintenance to condition-based maintenance of TM and other auxiliary SCIMs.
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Conference papers on the topic "Railway wear analysis"

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Abeidi, Abdelrahim S., Nicola Bosso, Antonio Gugliotta, and Aurelio Soma`. "Numerical Simulation of Wear in Railway Wheel Profiles." In ASME 8th Biennial Conference on Engineering Systems Design and Analysis. ASMEDC, 2006. http://dx.doi.org/10.1115/esda2006-95571.

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The work describes a method to predict the evolution of the wheel profile of a railway vehicle, depending on the load history acting on the wheelset. The method is based on the determination of the wear on the contact area, which is divided into finite elements according to the strip theory. For each element, in presence of slip, the amount of material loss is evaluated depending on the local value of tangential force and creepage (the meaning of creepage is assumed according to the definition given in [14], [15], [16] as the ratio between the sliding velocity and the tangential rolling velocity). The empirical relation is evaluated according to results of experimental test obtained from literature. The wear is calculated for the entire contact area superimposing the contribution of each element. The motion of the wheelset in lateral direction causes a motion of the contact patch along the profile. Sequentially, the contact area will acquire a different contact shape and stress distribution. The shape of the worn profile depends on both the load condition and the motion of the wheelset with respect to the track. This profile can be obtained from the new one by subtracting at each time step the material removed from the contact area. This procedure is simple, but requires variable profiles for each time step, and is not efficient in computational terms. The strategy proposed here by the authors, is to consider finite periods obtained superimposing several revolution of the wheelset. The worn profile is evaluated in a single step from the cumulative of damage of an entire period. The limitation of this method consists in the different behavior of a wheelset with worn profile respect to a wheelset with new ones, and therefore produces different wear. It is necessary to determine an optimal value for the period to be used to re-evaluate the profile shape, in order to minimize the difference in the predicted shape itself. The method is applied to a suspended wheelset, running on a simulated test track, with S1002/UIC60 profiles. Different periods of re-evaluation of the profiles are considered in order to demonstrate the influence of this parameter.
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Jafari, A., and J. Alizadeh K. "Determination of the Critical Length of a Subsurface Crack in a Monobloc R7T Railway Wheel Using FEM Analysis." In ASME 2010 International Mechanical Engineering Congress and Exposition. ASMEDC, 2010. http://dx.doi.org/10.1115/imece2010-37246.

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Based on the endeavors have been made to reduce the wear rate of the railway wheels surfaces, and increase in the axle loads and the velocity of the trains, rolling contact fatigue of the railway wheels is nowadays a considerable damage with regard to the railway wheels. The initiated cracks in the wheels are classified into surface and subsurface ones. The former are usually removed by wear, while the latter propagate gradually until reaching the critical crack length and then suddenly bring about dangerous fractures. So, in any maintenance process of a railway system, it is essential to have the critical crack length as a vital tool to determine the possibility of the critical condition occurrence in the case of identified cracks in wheels. The critical crack length is a residential value and should be determined for any railway systems. So, by using FEM, this paper models an Iranian Railways wheel having the diameter of 920mm, made of R7T material which has a subsurface crack. The wheel is in contact with UIC60 rail. After analysis of this model, rang of stress intensity factor of the crack has been calculated for the different rotation angles. Finally, the critical length of a subsurface crack in conformity with Iranian Railways has been determined based on the fracture mechanics and some approximate relations about mechanical properties. Results show that because of geometrical limitations of the wheel, a subsurface crack can cause the wheel fracture before reaching the critical length.
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Li, Di, Kai Wei, Ruiying Chen, and Yude Xu. "Analysis of Heavy Hual Railway Wear on Wheel/Rail Contact Geometry." In Fifth International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2015. http://dx.doi.org/10.1061/9780784479384.009.

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Lewis, Roger, Naim Kuka, Caterina Ariaudo, Rob Dwyer-Joyce, Nicola Tassini, and Xavier Quost. "Predicting Railway Wheel Wear Starting From Multi-Body Analysis: A Preliminary Study." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63021.

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One of the key-elements of train design is the wheelset lifetime, which is strongly dependent on the levels of wheel wear. In order to reduce costs and increase safety, wheel wear needs to be predicted with increasing precision. In the past few years specific tools have been introduced to combine the predicted dynamic data from multi-body models, with the analytical computation of the wheel-rail contact parameters, to achieve an improved wear prediction. The aim of the present work is to consider the different methodologies for wear prediction and to create a wear prediction tool which is based on available railway dynamics codes enhanced by improved rolling contact analysis, combined with recent research on wear.
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Ng, A. K., L. Martua, J. H. Yebra, and G. Sun. "Prediction of Rail Corrugation Growth and Rail Wear Rate using Three-Dimensional Finite Element Analysis." In 8th International Conference on Railway Engineering (ICRE 2018). Institution of Engineering and Technology, 2018. http://dx.doi.org/10.1049/cp.2018.0055.

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Abubeker, Samrawit, and Celestin Nkundineza. "Wear Depth Analysis for Rail-Car Wheels: Case of Addis Ababa Light Rail Transit Service." In 2022 Joint Rail Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/jrc2022-78160.

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Abstract Railway transportation is a superior mean of all modes of transport. Specifically, it has gained a crucial role in limiting traffic congestion in heavily crowded regions and in reducing polluting carbon emissions. In this perspective, rolling contact fatigue of railway components is the most crucial subject because it has an important role in determining the operational reliability of the wheel/rail system. Because of wheel wear, wheel re-profiling is usually required for proper wheel-rail interaction. However, wheel re-profiling reduces the wheel radius and increase flange thickness. Therefore, the strain energy density in the wheel tread is expected to increase while the strain energy on the flange is expected to decrease in the re-profiled wheel. This effect would either increase or decrease the life of the wheel depending on reprofiling frequency is done. On the other hand, the maintenance costs are expected to increase as the re-profiling frequency increases. For quality service and improvement of the service life of the railway wheels, with reduction of the maintenance cost, a problem-solving research idea is formulated through comparing the expected wear depth and the current operational wear depth. Therefore, this study is focused on the influence of reprofiling on the wear depth of a railway wheel. The adopted method in this study is based on analyzing reprofiling data of worn-out non- re-profiled and re-profiled railway wheel. A case study is taken at Addis Ababa Light Rail Transit Service (AALRTS). The wheel profiles are generated through measurement before and after profiling at AALRTS. In a single pair of models of a worn-out wheel and a reprofiled one, the results show that the re-profiling process affects the wear depth. It increases by 18 mm after 75028 km while the expected wear depth is 1.43 mm for the same mileage.
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Jin, Xuesong, Jun Guo, Xinbiao Xiao, and Zefeng Wen. "An Investigation Into Effect of Train Curving on Wear and Contact Stresses of Wheel and Rail." In ASME 2008 9th Biennial Conference on Engineering Systems Design and Analysis. ASMEDC, 2008. http://dx.doi.org/10.1115/esda2008-59373.

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Some important papers concerning the studies on rail wear and wheel/rail contact stresses are reviewed. The present paper utilizes a numerical method to analyze the effect of railway vehicle curving on the wear and contact stresses of wheel/rail. The numerical method considers a combination of Kalker’s non-Hertzian rolling contact theory, a material wear model and a vertical and lateral coupling dynamics model of a half vehicle and a curved track. The present analysis investigates the influence of the curving speed, the curved track super-elevation and the rail cant on the wear and the contact stresses. Through the detailed numerical analysis, it is found that the maximum contact stress depends greatly not only on the curving speed but also on the profiles of the wheel/rail. The curving speed increasing leads to increase the normal load of the wheel rolling over the high curved rail, but, decrease the normal contact stress level under the condition of the optimum match of wheel/rail profiles. The track super elevation increasing efficiently lowers the contact stresses and the wear at a constant curving speed. The rail cant has a great influence on the low rail wear of the curved track. Increasing the rail cant leads to the great growth of the low curved rail wear, the reduction in the high rail wear. The results are very useful in the maintenance of the track.
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Bideleh, Seyed Milad Mousavi, and Viktor Berbyuk. "Variance-Based Wheel/Rail Contact Sensitivity Analysis in Respect of Wheelset Dynamics." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-47342.

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To get a deep insight into bogie suspension design, it is important to identify those wheelset dynamics states and running conditions that can influence contact mechanics and wear, remarkably. In this regard, global sensitivity analysis of wheel/rail contact creepages, forces, and wear with respect to wheelset dynamics states, vehicle speed, and normal contact force is scrutinized. The Gaussian quadrature integrals together with multiplicative dimension reduction method (M-DRM) are employed to approximate the global sensitivity indices of wheel/rail contact mechanics. Using simulation results of a one car railway vehicle model, a feasible state vector is chosen as the cut center for sensitivity analysis of a single rigid wheelset with 6 degrees of freedom. The state vector, speed, and normal contact force are varied around the cut center according to a predefined set of independent and identically distributed random numbers. A computational model is developed to attain the contact point positions on wheel and rail as well as nonlinear creepages. The corresponding contact stimuli vector is obtained using FASTSIM algorithm and wear is modelled as the energy dissipation in the contact patch. The wheelset dynamics effects on wheel/rail contact mechanics are then explored. The results showed wear is mostly sensitive with respect to yaw motion and lateral speed of the wheelset. Such an analysis provides informative data that can be used in vibration control and suspension design in railway applications.
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Liang, B., S. D. Iwnicki, and F. J. Swift. "Independently Rotating Wheels With Induction Motors for High Speed Trains." In ASME 7th Biennial Conference on Engineering Systems Design and Analysis. ASMEDC, 2004. http://dx.doi.org/10.1115/esda2004-58126.

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Railway vehicles with conventional sets often cause problems of hunting and severe wear. The use of an independently rotating wheel set (IRW) would eliminate the cause of wheel set hunting and wear since an IRW can decouple the wheels. This paper presents an investigation into the design of a suitable motor configuration and controller for IRW in order to provide the stability required to satisfy the performance requirements. A computer model of the mechanical and electrical parts of the system was developed. Simulation and experiments of the wheelsets with active driving motor control have demonstrated that a wheelset with independently driven wheels has a good stability performance over a traditional wheelset. Controllers with indirect field orientation control for dynamic control of a motor have shown to be suitable for this application in both its response and its controllability.
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Mousavi Bideleh, Seyed Milad, and Viktor Berbyuk. "Multiobjective Optimization of a Railway Vehicle Dampers Using Genetic Algorithm." In ASME 2013 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/detc2013-12988.

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Ride comfort, safety, wear and vehicle speed are the most important factors in evaluating the efficiency of railway transportation. In order to decrease the track access charges it is often desirable to run the vehicle at maximum allowed speed, while keeping an admissible amount of wear in system. This usually deteriorates the ride comfort and safety level during the operation. Therefore, an optimization problem to find a tradeoff value for vehicle speed and design parameters is inevitable. Since, ride comfort, safety and wear values are sensitive to primary and secondary suspensions’ damping parameters it is desirable to find the optimum values of such design variables. In this regard, the multiobjective optimization of railway vehicle dampers is considered to increase the cost-efficiency of railway operation. One car vehicle model with 26 degrees of freedom (DOF) along with a set of initial states, design parameters and operational conditions is explored here. All bodies are assumed to be rigid. Vehicle carbody and bogie frames supposed to have the full set of DOF in space. While, only lateral and yaw motions are considered for each wheelset. It is also assumed that wheelset roll angle is a function of the lateral displacement. Primary and secondary suspensions compromised of parallel linear springs and dampers in longitudinal, vertical and lateral directions which connect wheelsets to bogie frames, and bogie frames to carbody, respectively. Lagrange formalism is employed to obtain the system’s equations of motion. The nonlinear heuristic theory is chosen to relate creepages and the corresponding creep contact forces. The dynamic response of the system is obtained for different operational scenarios including ideal and imperfect tangent and curved tracks. Series-based functions are chosen to approximate the harmonic lateral track irregularities. Accelerations at carbody level, shift forces and wear number are used to evaluate the ride comfort, safety and wear, respectively. MATLAB genetic algorithm optimization routine is applied to perform the optimization. The Pareto sets and Pareto fronts obtained from this study provide the vectors of optimal design parameters corresponding to maximum admissible vehicle speed and guarantee the best tradeoff values for safety and comfort with threshold on wear for each operational scenario. Analysis of the obtained results gives insight into multiobjective optimized dynamic response of a railway vehicle and useful hints for designing adaptive bogie systems with the possibility to switch between optimal damping parameters value and provide the best operational efficiency.
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