Journal articles on the topic 'Railway wear analysis'
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1
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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Coo, Byeong-Choo, and Young-Jin Lee. "Railway Vehicle Wheel Restoration by Submerged Arc Welding and Its Characterization." Sci 2, no. 2 (May 14, 2020): 33. http://dx.doi.org/10.3390/sci2020033.
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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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Sitarz, M., A. Kurc-Lisiecka, and W. Gamon. "Surface Analysis of Railway Buffers Heads Covered with Bronze Using Laser Cladding." Archives of Foundry Engineering 17, no. 2 (June 27, 2017): 89–94. http://dx.doi.org/10.1515/afe-2017-0057.
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Abstract Railway buffers during the operation are staying in almost permanent contact with each other, creating friction node in the point of contact of two railway buffer heads. In consequence of overcoming track curves, turnouts and unevenness of track, the railway buffer heads moves relative to each other causing friction, which results in its wear. When the wear is excessive, it might be a reason to withdrawn vehicle from service, it causes flattening of buffer head, and in consequence its abnormal cooperation. To avoid this phenomenon the buffer heads should be covered with graphitized grease, but this method has many disadvantages. Accordingly, it was found that it would be beneficial to cover the buffer head with bronze using laser cladding. In this article the metallographic and mechanical analysis of the newly created top layer of railway buffer head are presented. In article the results from tribological tests conducted on Amsler test bench are also presented. Based on test results described in article concluded that the layer of bronze coat on working surface of railway buffer head can be beneficial from operational point of view.
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Martynov, Igor, Alyona Trufanova, and Maksim Sergienko. "ANALYSIS OF PECULIARITIES OF PASSENGER CAR BODY WEAR." Collected scientific works of Ukrainian State University of Railway Transport, no. 196 (October 12, 2021): 129–39. http://dx.doi.org/10.18664/1994-7852.196.2021.242250.
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The article considers the issues of analysis of the patterns of operation of the loadbearingelements of the body of carriage. A comparative analysis of the size and nature of theoperation of structural elements of carriages of different types and years of their construction.In recent years, there has been a significant aging of the operational fleet of carriage. Atnowadays, carriages of various models and their modifications with an extended service life, whichis approaching the limit, are in operation on the railway network of Ukraine.The technical, economic and ecological indicators of transport, the degree of reliability andtraffic safety depend on the age of the carriages. At nowadays, the level of development of technicalmeans and technology of repair and restoration of rolling stock is increasing fast.To increase the competitiveness of rail passenger transport, it is necessary to overcome thehigh degree of wear of the carriages fleet of JSC «Ukrzaliznytsia». Because of the lack of domesticand the complete absence of foreign investment in the railways, the tendency to increase physicaldepreciation and obsolescence of fixed assets is progressing. According to the data of the branch of«Passenger Company» JSC «Ukrzaliznytsia» in 2020 the inventory includes is almost 5 thousandcarriages, most of which have served their intended service life. As a result, the current wear of thecarriages fleet is approaching 92 %.Most of the carriages fleet was built in the 70s and 90s of the last century at car plants inGermany and Russia. Due to the constant lack of funding, the fleet of carriages of JSC«Ukrzaliznytsia»was renewed at a slow pace. Every year the carriages fleet wears out and ages. Thisreduces the competitiveness of railways, which negatively effects on quantity of passenger traffic.Naturally, carriages should not only create the necessary level of comfort, but also ensure trafficsafety and high reliability in operation. The results of the study made it possible to consider the issueof further use of carriages, which are most affected by corrosion.
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Xu, Jingmang, Ping Wang, Jian Wang, Boyang An, and Rong Chen. "Numerical analysis of the effect of track parameters on the wear of turnout rails in high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (December 22, 2016): 709–21. http://dx.doi.org/10.1177/0954409716685188.
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In this study, a numerical procedure is developed to predict the wear of turnout rails, and the effect of track parameters is investigated. The procedure includes simulation of the dynamic interaction between the train and the turnout, the rolling contact analysis, and the wear model. The dynamic interaction is simulated with the validated commercial software Simpack that uses a space-dependent model of a railway turnout. To reproduce the actual operating conditions of a railway turnout, stochastic variations in the input parameters are considered in the simulation of the dynamic interaction. The rolling contact is analyzed with the semi-Hertzian method and improved FASTSIM algorithm, which enable the contact model to deal with situations of multipoint contact and nonelliptic contact. Based on the Archard’s wear law, the wear model requires the calculation of normal/tangential stresses and a relative slide on the contact patches. The numerical procedure is performed for the selected sections of the vehicle, which runs through the railway turnout in the diverging route. By using the numerical procedure, the effect of track parameters (track gage, rail inclination, and friction coefficient) on the wear of turnout rails is analyzed. The results show that the wear of the front wheelset is more serious than the wear of the rear wheelset for a single vehicle. The degree of wear of switch rails is more severe than that of the stock rails and the difference is more obvious for the front wheelset of the switch rails. The wear of switch rails is mainly concentrated on the rail gage corner, while the wear of stock rails is mainly concentrated on the rail crown. For the analysed CN60-1100-1:18 turnout and the high-speed vehicle CRH2 in China, the rail wear rate could be slowed down by increasing the track gage and decreasing the rail inclination. Alternatively, the rail wear rate could be slowed by decreasing the friction coefficient; however, the variation of wear depth is quite small for friction coefficients that are larger than 0.3.
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Wang, Pu, Shuguo Wang, and Liang Gao. "Numerical prediction of the development of rail wear on high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 9 (July 12, 2019): 927–44. http://dx.doi.org/10.1177/0954409719860715.
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In this paper, a numerical prediction model was established to investigate the development of rail wear on high-speed railways, and a corresponding program was written using Matlab. According to Archard’s material wear theory, the wear depth distribution in the wheel–rail contact patch and along the rail profile was calculated based on a simulation of vehicle–track dynamics and a wheel–rail rolling contact analysis. In the dynamics model, various structural components and the complex nonlinear interactions between components were precisely simulated to ensure consistency with reality. Simulations were then conducted for every possible load case, and dimensionless weight factors were introduced to model the diverse operating conditions of a high-speed railway. An adaptive step algorithm was adopted to iteratively update the rail profile and reduce cumulative deviation or errors, improving the stability and reliability of the numerical model. Finally, a case study was conducted to investigate the development of wear in different track sections on a high-speed railway using the developed model. The results indicated that in the circular curve and transition sections, the side wear of the outer rail was obvious, and the wear of the inner rail was relatively smaller and mostly distributed in the middle of the railhead. The wear of the outer rail was more severe in the circular curve section compared to that in the transition sections. The closer to the rail shoulder, the greater the difference between the wear in the circular curve section and that in the transition section. In the tangent section, the wear of both rails was similarly distributed in the middle of the railhead and far less severe than in either the circular curve or transition sections. The agreement between the calculated results and field observations verified the rationality of the established rail wear model, which shows promise for improving the maintenance planning of high-speed railways and furthering the understanding of the rail wear processes.
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Yin, Hong Xiang. "Analysis of Transverse Cracks Forming in a Railway Axle." Materials Science Forum 944 (January 2019): 404–10. http://dx.doi.org/10.4028/www.scientific.net/msf.944.404.
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Surface defect is the main form of axle failure. In this paper, the cause of surface defect on wheel seat of a certain type of dynamic axle is analyzed systematically. In the test, the macroscopic chemical component of inspection axle was determined using spectrometer. And the chemical composition near the crack was detected by energy disperse spectroscopy and X-ray photoelectron spectroscopy analysis. The microstructure of the crack area was observed by optical microscope, while the crack microscopic characteristic was characterized using scanning electron microscope and confocal laser scanning microscope. The study found that, the defect is transverse crack, which was distributed circumferentially along the wheel seat. Further more, the typical features of wear or friction and iron oxide was observed on the wheel seat near the crack area. It was concluded that, due to surface presure and the existence of stress concentration, which the wheel and axle interference fit resulted in, wear abrasion and fretting fatigue initiated fatigue crack.
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Wang, Pu, Shuguo Wang, and Daolin Si. "Numerical prediction of rail wear development in high-speed railway turnouts." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 10 (January 22, 2020): 1299–318. http://dx.doi.org/10.1177/0954409719896440.
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Wear of rails in turnouts is a common problem during the operation of high-speed railways. It can seriously affect the running safety of trains and the service lives of wheels and turnout rails. In this study, a numerical prediction model for rail wear development in high-speed railway turnouts was established. According to the material wear theory developed by Archard, the wear depth distribution in the wheel–rail contact patch was calculated based on a vehicle–turnout coupling dynamics simulation and wheel–rail rolling contact analysis. For the dynamics model, various components of the vehicle and complex nonlinear interactions between the components were simulated in detail to guarantee consistency with reality. The combination relationship of the switch and stock rails and the irregular and variable cross-sections of the rails in the switch panel of the turnout were considered. Spatial interpolation was used to achieve three-dimensional transitions between adjacent irregular cross-sections to model the compromised rails in the turnout. In addition, the stiffness and damping characteristics of the track in the turnout zone were taken into account. The rail wear rates for every characteristic section of the switch panel were calculated by the superposition model for rail profile wear. An adaptive-step algorithm was adopted in the iterative computations to update the rail profiles for every characteristic section position, which could reduce the cumulative errors and effectively improve the stability and reliability of the numerical model. Finally, case studies were conducted to investigate the wear developments of the switch and stock rails of high-speed turnouts using the developed model. In addition, the rail wear status of turnouts in the Shanghai–Nanjing high-speed railway was measured. The numerical prediction results are consistent with those of the actual situations in the field, verifying the rationality of the established model. This work shows the potential for guiding the maintenance and optimal design of turnouts and improving the understanding of the formation mechanism and influencing factors of rail wear in turnouts.
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Kang, Juseok. "A Wheel Wear Analysis of Railway Vehicle on a Curved Section." Transactions of the Korean Society of Mechanical Engineers A 40, no. 6 (June 1, 2016): 547–55. http://dx.doi.org/10.3795/ksme-a.2016.40.6.547.
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Vorob’ev, A. A., and S. O. Zyazev. "Resource calculation of weared equipment for electric trains of the ES2G series." Herald of the Ural State University of Railway Transport, no. 1 (2020): 43–50. http://dx.doi.org/10.20291/2079-0392-2020-1-43-50.
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The article discusses the impact of operating conditions on the wear of the wheels for ES2G electric trains. Thanks to the information on the controlled parameters of the wheel pairs (rolling, flange thickness and rim diameter) of ES2G electric trains operated by the MCC (Moscow Central Circle ) and the Oktyabrskaya Railway, a comparative analysis of the wear surface intensities of the rolling surfaces for seamless-rolled wheelsets has been performed. The analysis of the dependences of the mathematical expectation for the controlled parameter on the operating time showed that the wear rate of the rim for the electric trains operated by the MCC is 2,9 % higher than by the Oktyabrskaya Railway. Similar results were obtained for milling bar (2,33 % ) and the ridge thickness (24,3). Based on the results , it was concluded that the wheelsets wear of the ES2G series electric trains differs significantly in the two compared sections of circulation. Electric trains serving the Oktyabrsky direction has the intensity wheel pair wear lower than the trains serving the MCC. This will allow more time before turning to restore the profile of the rolling surface. The estimated value for the durability indicator of 90 % of the resource before changing the wheel pairs for the maximum wear of the rim is 2 million km at the MCC and 4.4 million km at the Oktyabrskaya Railway.
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Békési, Nándor, and Károly Váradi. "Contact Thermal Analysis and Wear Simulation of a Brake Block." Advances in Tribology 2013 (2013): 1–7. http://dx.doi.org/10.1155/2013/878274.
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The present paper describes an experimental test and a coupled contact-thermal-wear analysis of a railway wheel/brake block system through the braking process. During the test, the friction, the generated heat, and the wear were evaluated. It was found that the contact between the brake block and the wheel occurs in relatively small and slowly moving hot spots, caused by the wear and the thermal effects. A coupled simulation method was developed including numerical frictional contact, transient thermal and incremental wear calculations. In the 3D simulation, the effects of the friction, the thermal expansion, the wear, and the temperature-dependent material properties were also considered. A good agreement was found between the results of the test and the calculations, both for the thermal and wear results. The proposed method is suitable for modelling the slowly oscillating wear caused by the thermal expansions in the contact area.
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Zhong, Wen, Jia Jie Hu, Cai Yun Wang, Peng Shen, and Qi Yue Liu. "An Investigation to the Behavior of Fatigue Crack and Rail Selection for High-Speed." Advanced Materials Research 154-155 (October 2010): 1131–36. http://dx.doi.org/10.4028/www.scientific.net/amr.154-155.1131.
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The rolling tests of railway rail were performed using a JD-1 wheel/rail simulation facility without any lubricant. The failure behaviour of rail rollers with different materials, was investigated in detail by examining wear volume and wear scar using optical microscopy (OM) and scanning electronic microscopy (SEM). The results indicate that rail material with a high hardness appears less plastic flow after rolling test. When the plastic flow is small, the wear resistance of material appears better. However, the crack propagation is more significant and fatigue damage is more severe. There is a mutual competitive relationship between wear and surface fatigue crack. A high wear rate can reduce rolling contact fatigue damage by removing constantly surface cracks. The analysis shows that U71Mn rail is more suitable for the high-speed railway.
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Dębiński, Marcin, and Miloš Brezáni. "Fretting Wear as an Example of Destruction of Railway Vehicles Wheelsets." New Trends in Production Engineering 1, no. 1 (October 1, 2018): 371–76. http://dx.doi.org/10.2478/ntpe-2018-0046.
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Abstract The article refers to the importance of the aspect of durability and reliability of wheelsets. It contains a short analysis of railway accidents in which the causes were failures of wheelsets. The paper lists most common faults occurring in the course of the wheelsets operation. The major problem of the paper were laboratory analyses of fretting wear developing in interference joints. The research has been conducted using a wheelset comprising a shaft and a sleeve. Fatigue tests in conditions close to the wheelset operating environment have been conducted. The laboratory analyses included macroscopic observation that indicated fretting wear signs on both sides of the wheel seat in form of a 3.5 mm wide ring around the entire perimeter. The following procedures included microscopic observations in the wear signs area, that indicated numerous material accumulations exposed to plastic deformation and oxidation.
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Drozdziel, Paweł, Pavol Stastniak, and Lukas Smetanka. "Computer aided simulation analysis for wear investigation of railway wheel running surface." Diagnostyka 20, no. 3 (August 12, 2019): 63–68. http://dx.doi.org/10.29354/diag/111569.
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Okuo, Yuri, Yohei MICHITSUJI, and Masuhisa TANIMOTO. "Analysis on wheel wear tendency of railway vehicle considering worn tread shape." Proceedings of Ibaraki District Conference 2020.28 (2020): 604. http://dx.doi.org/10.1299/jsmeibaraki.2020.28.604.
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Innocenti, A., L. Marini, E. Meli, G. Pallini, and A. Rindi. "Development of a wear model for the analysis of complex railway networks." Wear 309, no. 1-2 (January 2014): 174–91. http://dx.doi.org/10.1016/j.wear.2013.11.010.
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Savinkin, Vitaliy V., Zaure Zh Zhumekenova, Andrei Victor Sandu, Petrica Vizureanu, Sergey V. Savinkin, Sergey N. Kolisnichenko, and Olga V. Ivanova. "Study of Wear and Redistribution Dynamic Forces of Wheel Pairs Restored by a Wear-Resistant Coating 15Cr17Ni12V3F." Coatings 11, no. 12 (November 24, 2021): 1441. http://dx.doi.org/10.3390/coatings11121441.
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The relevance of this study lies in the need to research the wear process of the elements of dynamic systems and to establish the dependence of the geometric and structural characteristics of wheels restored by plasma surfacing with a coating of 15Cr17Ni12V3F on dynamic, cyclically varying loads. The study was aimed to establish the dependencies between the deviation of the wear area, the formation of contact and fatigue stresses, and the change in the phase structure of the wheel defect. It is important to justify the permissible limits of wear of the transverse profile in the contact zone of a wheel and ridge. The object of the study was the dynamic interaction of the “wheel–ridge–rail contact surface” system. To achieve the goal, the following methodology was adopted: kinematic analysis, strength calculation, the use of mathematical analysis in dynamic system modelling, virtual modelling in the SOLIDWORKS software environment of the GearTrax application, experiment planning, and model correction through the results of metallographic studies. The results of the study are presented as reasonable prediction criteria that consider contact cycles during the formation of fatigue stresses at the stage of defect origin. The process of the dynamic interaction of the contact worn profile of a wheel with a railway rail is explored. Polynomial equations are proposed to substantiate the optimal design and technological parameters of designing a railway carriage wheel. The permissible limits of wear of the transverse profile in the contact zone of the wheel and the ridge are justified while taking the coefficient of the reduction of contact stresses in the metal into account. The dependences of the change in static load on the utilization factor of the railway carriage load capacity are established. The dependences of changes in fatigue stresses on the design deviation of the contact area of wheel wear are established. It is confirmed that the stress concentration under cyclic loads is formed in the ferritic layers of the material structure before the appearance of wear.
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Olshevskiy, Alexander, Alexey Olshevskiy, Oleg Berdnikov, and Chang-Wan Kim. "Finite element analysis of railway disc brake considering structural, thermal, and wear phenomena." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 226, no. 7 (November 15, 2011): 1845–60. http://dx.doi.org/10.1177/0954406211428705.
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The purpose of this research is to identify the thermomechanical factors to be considered in simulation of the braking process, calculation of the distribution of the contact pressure, and temperature and obtain wear patterns for the disc brake system in operation. The factors affecting the temperature distribution and stress–strain state of disc brakes in railway vehicles are analyzed. The mutual influence of the thermal problem and contact problem was considered. The results of the numerical simulations for the finite element models can be used in optimizing the disc brake design in order to reduce wear and provide higher reliability of the braking system.
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Mădălina Dumitriu and Ioan Cristian Cruceanu. "Experimental Analysis of Vertical Vibrations of a Railway Bogie." Communications - Scientific letters of the University of Zilina 23, no. 4 (October 1, 2021): B299—B307. http://dx.doi.org/10.26552/com.c.2021.4.b299-b307.
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The paper presents a study of the vertical vibrations of a bogie of a passenger vehicle, based on the acceleration of the axles and the bogie frames, measured during the running at a constant velocity. To this purpose, the root mean square (RMS) acceleration is calculated for more measurement sequences at different velocities. In principle, the RMS acceleration increases along with the velocity and influence of the variability of the amplitude in the track defects upon the dispersion of the values in the RMS acceleration. Based on the spectral analysis of the measured acceleration, wheel defects and undulatory wear of the rolling surfaces of wheels and rail are highlighted.
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Hololobova, O. O., S. Y. Buriak, V. I. Havryliuk, R. V. R. V. Markul, A. M. Afanasov, and D. S. Bilukhin. "Determination of the Origin of Failures in the Operation of the Automatic Locomotive Signaling." Science and Transport Progress, no. 6(96) (December 20, 2021): 5–13. http://dx.doi.org/10.15802/stp2021/257914.
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Purpose. The safety of the transportation process in railway transport and its continuous operation to a large extent depend on the reliability of the means of railway automation and communication. In this case, special role in ensuring the efficient and safe operation of railways belongs to the systems of interval control of the train movement, as well as automatic locomotive signaling in conjunction with the systems of monitoring the driver's vigilance and automatic train stop. Therefore, the main purpose of the article is a detailed analysis of the operation reliability of these systems, in order to be able to correct service techniques and improve operational work, based on the information received. Methodology. To prevent halting and failures in the operation of automatic locomotive signaling devices, it was analyzed the failure statistics of all devices of railway automatics, which can lead to disturbances in its work. It was identified the most responsible devices, whose control will greatly affect the system performance and increase the reliability of the work as a whole. Findings. Analysis of statistical data showed that the main causes of malfunctions in the automatic locomotive signaling system are the failure of the decoder, locomotive filter and amplifier, and the main reason for the malfunction is equipment wear. Originality. The results of the work aimed at increasing the efficiency and reliability of the operation of the railway equipment are continuously implemented in the operational work, automating a large number of technological processes and improving the failure rate performance. However, ignoring this, the analysis of the operation of devices on the railways for the period 2013–2017 showed that a significant part of the reasons for the deterioration of the reliability of all systems of railway automation and separately considered locomotive alarm system accrue to the human factor, embodied in violations of the technology of work and non-compliance with the requirements of technological maps and manuals, as well as poor repair and inspection of devices in repair and technological areas. Practical value. The analysis showed that the issue of improving both the systems themselves and the devices of railway automatics, as well as the methods of their inspection, operation and maintenance, will increase the level of safety and reliability of transportations.
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Yenealem, Hewan Getachew, Daniel T. Redda, and Awel Mohammedseid. "Influence of Axle Load on the Wear of Railway Wheel Material." Modelling and Simulation in Engineering 2023 (February 13, 2023): 1–9. http://dx.doi.org/10.1155/2023/6730640.
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This study investigated the influence of axle load on the wear rate of railway wheel material. Excessive wear of wheel/rail materials and reduced service life of the wheel/rail system might be caused by the increase in axle load and traffic volume. Two kinds of rail and wheel steels have been studied against different axle load steps, simulating them for wear performance analysis using multibody simulation software (SIMPACK) and MATLAB programming. The simulation model results are validated against the vehicle’s specifications and wear depth measured on Ethiopia—Addis Ababa Light Rail Transit (LRT), and experimental results from the literature. The result shows that the wear rate increases proportionally with the increasing of applied load and that the proportionality coefficient is 0.1393, which has a very good agreement with the experimental results from the works of literature. Likewise, the estimated total tread wear amount after a mileage of 52,000 km is 2% larger than the measured one in LRT, which is indeed an excellent result taking into account the inaccuracy of the wheel diameter gauge used to measure the wheel transversal profile. In normalized UIC 50 kg/m rail and S1002 wheel profile, the wear rate increases linearly from 5110.02, 9997.87, and 18990.17 mm3/km on 11, 21, and 30 tones applied load, respectively. Apparently, on the hardened UIC 60 kg/m and S1002 wheel profiles, the wear rate has been improved by 14.5%, 10.8%, and 7.5% on 11, 21, and 30 tones applied load, respectively, in comparison to normalized rail/wheel match. Briefly, the wheel wear rate is highly influenced by the increasing applied load, referring proportionality coefficient of 0.1393.
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Cvetkovski, K., J. Ahlström, M. Norell, and C. Persson. "Analysis of wear debris in rolling contact fatigue cracks of pearlitic railway wheels." Wear 314, no. 1-2 (June 2014): 51–56. http://dx.doi.org/10.1016/j.wear.2013.11.049.
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Auciello, J., M. Ignesti, L. Marini, E. Meli, and A. Rindi. "Development of a model for the analysis of wheel wear in railway vehicles." Meccanica 48, no. 3 (October 19, 2012): 681–97. http://dx.doi.org/10.1007/s11012-012-9624-4.
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Khvostik, M. Yu, I. V. Khromov, O. A. Bykova, and G. A. Beresten’. "Performance analysis of the working surface of the rails from test batches on the Test Loop of JSC “VNIIZhT”." Vestnik of the Railway Research Institute 77, no. 3 (June 28, 2018): 141–48. http://dx.doi.org/10.21780/2223-9731-2018-77-3-141-148.
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The monitoring of railway rails damage on the railway network of the JSC “Russian Railways” as well as operational and polygon tests are conducted with the purpose of assessing the impact of operating conditions on the intensity of rails damage, obtaining initial data for forecasting rails failures. The increased intensity of rails wear on sites with a complex plan and profile leads to the fact that with a continuous change from the track, rails which have an underutilized service life of more than 20 % are retrieved. Polygon tests on the Test Loop of the JSC “VNIIZhT” near the Scherbinka station can provide the repeatability and reliability of the results, comparative tests are carried out under identical conditions and their duration is several times less than when tested at experimental sites under operational conditions. The results of the polygon tests of new differentially heat-strengthened rails did not reveal any advantages in the wear resistance of special purposed rails (laid in the recommended radius of the curve for its application) when comparing the rails of domestic manufacturers. Metal shelling out on the rolling surface of rails is the main reason for the removal of rails from test batches. The origin and development of defects of this kind is due to both violations of the technology of manufacturing rails, and because of violations of the current maintenance of the track. The metal stock in the area of the rail head of R65 type due to the increase in its dimensions positively affects the extension of the lifetime of the rails, reducing the cost of the life cycle and the rail itself, and the design of the track as a whole. When carrying out a separate study in order to obtain results characterizing the stability of high-quality rails to contact fatigue damage, it is advisable to optimize the conditions of the polygon tests, bringing them closer to operational ones. When forming the test results, it is necessary to expand the list of criteria for assessing the wear resistance of rails, supplementing it with the size of the wear area at the time of a certain operating time of the tonnage, with the introduction of this criterion into the appropriate methods for the polygon (operational) tests.
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Turabimana, Pacifique, and Celestin Nkundineza. "Development of an On-Board Measurement System for Railway Vehicle Wheel Flange Wear." Sensors 20, no. 1 (January 6, 2020): 303. http://dx.doi.org/10.3390/s20010303.
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The maintenance of railway systems is critical for their safe operation. However some landscape geographical features force the track line to have sharp curves with small radii. Sharp curves are known to be the main source of wheel flange wear. The reduction of wheel flange thickness to an extreme level increases the probability of train accidents. To avoid the unsafe operation of a rail vehicle, it is important to stay continuously up to date on the status of the wheel flange thickness dimensions by using precise and accurate measurement tools. The wheel wear measurement tools that are based on laser and vision technology are quite expensive to implement in railway lines of developing countries. Alternatively significant measurement errors can result from using imprecise measurement tools such as the hand tools, which are currently utilized by the railway companies such as Addis Ababa Light Rail Transit Service (AALRTS). Thus, the objective of this research is to propose and test a new measurement tool that uses an inductive displacement sensor. The proposed system works in both static and dynamic state of the railway vehicle and it is able to save the historical records of the wheel flange thickness for further analysis. The measurement system is fixed on the bogie frame. The fixture was designed using dimensions of the bogie and wheelset structure of the trains currently used by AALRTS. Laboratory experiments and computer simulations for of the electronic system were carried out to assess the feasibility of the data acquisition and analysis method. The noises and unwanted signals due to the dynamics of the system are filtered out from the sensor readings. The results show that the implementation of the proposed measurement system can accurately measure the wheel flange wear. Also, the faulty track section can be identified using the system recorded data and the operational control center data.
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Hao, Xiaotian, and Hailong Wang. "Engineering Application of Nanomaterial and Ferroelectric Domain Polarization to the Dynamic Structure of the Surrounding Rock of Heavy-Duty Railway with Small Clear Intersection Tunnel." Advances in Materials Science and Engineering 2023 (February 7, 2023): 1–13. http://dx.doi.org/10.1155/2023/8354167.
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With the development of national railways and railways as one of the important channels for heavy-haul transportation, the construction of heavy-haul railways must be a rapid development, which makes it inevitable that the heavy-duty situation of small-distance interchange tunnels will appear. Nanomaterials refer to materials that have at least one dimension in the three-dimensional space in the nanoscale range (1 nm∼100 nm) or are composed of them as basic units. Ferroelectric domain polarization refers to the existence of electric domains in ferroelectrics, electric domains refer to small regions with the same spontaneous polarization direction, and the boundaries between electric domains and electric domains are called domain walls. It is also urgent to study the dynamic structure of the surrounding rocks of heavy-duty railways. This article aims to study the use of nanomaterial and ferroelectric domain technology to improve the overall strength, wear resistance, toughness, and other properties of steel to ensure the safety of the surrounding rock dynamic structure of the heavy-duty railway in the small clearance intersecting tunnel. Moreover, on this basis, this article proposes the method of spraying steel with nanomaterials and the use of ferroelectric domain polarization technology. The strength and wear resistance of steel can be improved under different nanomaterial content and the degree of ferroelectric domain polarization. Sustainability and toughness have been improved, respectively. After the wear resistance experiment and analysis, the experimental results of this article show that the impact resistance of the steel increased by 18.75%. When 0.012% of CeO2 is added, the impact toughness of the steel is increased to the maximum of 3.4 J, an increase of 16.31%, and a 37% increase in wear resistance. Under the premise of ensuring the demand for heavy-duty transportation, the safety performance and sustainability of transportation are greatly improved.
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Rafał Melnik, Andrzej Chudzikiewicz, Seweryn Koziak, Michał Opala, and Ján Dižo. "Dynamic Properties and Wear Analysis of a Rail Vehicle with Wheels’ Self-Lubricating Coatings." Communications - Scientific letters of the University of Zilina 23, no. 1 (October 30, 2020): B22—B32. http://dx.doi.org/10.26552/com.c.2021.1.b22-b32.
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The problem of wheel and rail wear in railway transport generates costs of reprofiling and availability of vehicles and infrastructure. One of the possibilities of wear minimizing is decreasing of the friction coefficient in wheel-rail contact by means of lubricants. Such a solution has drawbacks from which the most crucial are: decrease of tractive/braking forces and difficulties with the precise spreading of the lubricant. These disadvantages may be avoided by modern, innovative self-lubricating coatings, applied at the production stage on the wheel flanges. The aim of the study is to investigate the effect of self-lubricating coatings on a rail vehicle's dynamic behaviour, safety against derailment and predicted wheel wear. The numerical study was performed using the wagon multibody model with simulated self-lubricating coating on wheel flanges.
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Song, Chang-Yong, and Ha-Yong Choi. "Multi-Objective Profile Design Optimization to Minimize Wear Damage and Surface Fatigue of City Train Wheel." Applied Sciences 12, no. 8 (April 13, 2022): 3940. http://dx.doi.org/10.3390/app12083940.
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Wear and fatigue of wheels have a great effect on the maintenance of railway vehicles and running safety. In the case of an urban railway where no rail lubrication system is installed, it is reported that the risk of wheel damage is high in curved sections. In the present study, we intended to present a method of designing a wheel profile of city trains that can minimize wear and fatigue in curved sections, using the multi-objective optimization method. In multi-objective optimization, we explored a wheel profile design that can reduce wear and fatigue of wheels at the same time, while also satisfying the design performance constraints, such as the safety against derailment and contact force between rails and wheels. A multi-body dynamic analysis was conducted for design performance evaluation, and the best wheel profile design was produced utilizing the analysis result. A wheel profile with minimized wear, a wheel profile with minimized surface fatigue, and a wheel profile with both minimized wear and surface fatigue that can improve the performance of city train wheels were presented respectively using a Pareto-optimal Solution, which is the result of multi-objective optimization. The running safety performances such as derailment and lateral force of the optimized wheel profiles showed improved characteristics when compared to those of the initial wheel profile.
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Kuźnar, Małgorzata, Augustyn Lorenc, and Grzegorz Kaczor. "Pantograph Sliding Strips Failure—Reliability Assessment and Damage Reduction Method Based on Decision Tree Model." Materials 14, no. 19 (October 1, 2021): 5743. http://dx.doi.org/10.3390/ma14195743.
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Damage to the pantograph or sliding strip may cause the blocking of the railway line. This is the main reason for which the prediction of pantographs’ failure is important for railway carriers and researchers. This article presents a sliding strips failure prediction method as a main means of preventing disruptions to the transport chain. To develop the best predictive model based on the decision tree, the complex tree, medium tree and simple tree machine learning methods were tested. Using a decision tree, the categorization of the given technical conditions can be properly realized. The obtained results showed that the presented model can reduce sliding strip failure by up to 50%. Special attention was paid to the current collector (AKP-4E, 5ZL type), measured during periodic reviews of locomotives EU07 and EU09. To assess the reliability of the selected pantograph strips, a non-destructive degradation analysis was carried out. On the basis of the wear measurements of the strips and the critical value of wear, a failure distribution model was developed. Operational data, collected during periodic technical reviews, were provided by one of the biggest railway carriers in Poland. The results of the performed analyses may be used to build a preventive maintenance strategy to protect pantographs. The applied reliability models of wear propagation can be extended by the parameters of the cost and repair time becoming the basis for estimating the costs of operation and maintenance.
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Богданов, Александр, Aleksandr Bogdanov, Сергей Шмелев, and Sergey Shmelyov. "Current state of problem in wheel pair flange damages and methods for decrease of their wear and contact fatigue." Science intensive technologies in mechanical engineering 2018, no. 9 (August 11, 2018): 14–20. http://dx.doi.org/10.30987/article_5b71326d2e7b54.46497075.
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Within the limits of the paper there is formed a generalized idea of the problem of flange damages in railway wheel pairs, and also a comparative analysis of different methods application to increase wear-resistance and contact fatigue strength of surfaces mentined.
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Hu, Jiajie, Wen Zhong, and Qiyue Liu. "Study on the Performance of High-Speed Rail Damage of Four Different Materials." Advances in Materials Science and Engineering 2018 (December 2, 2018): 1–6. http://dx.doi.org/10.1155/2018/5016414.
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For four types of railway rails, corresponding rolling tests have been executed by using the JD-1 wheel/rail simulation device based on the Hertz simulation method, which can ensure the reciprocal contact condition between simulation rail and wheel under experimental conditions approximate to practical contact conditions. The results indicate that, for the rail material which has a higher hardness, the wear volume was less and the plastic deformation layer was thinner after the rolling test, but the crack propagation was more significant and the fatigue damage was severer, showing that its wear resistance was better. The analysis shows that the fatigue resistance of U71Mn rail was better, and considering fatigue is the main failure type for high-speed rail, so it is more suited to the high-speed railway.
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Gu, Shao Jie, Xin Wen Yang, and Song Liang Lian. "An Analysis of 3-D Wheel-Rail Contact Stress under Heavy Axle Load Using Non-Linear Finite Element Method." Applied Mechanics and Materials 638-640 (September 2014): 1128–34. http://dx.doi.org/10.4028/www.scientific.net/amm.638-640.1128.
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Wheel-rail contact stress is foundation of the relationship between wheel and rail, and also an important basis for investigating further wear, surface damage and other problems of wheel and rail system. A three dimension elastic-plastic wheel/rail contact model is established using non-linear finite element method. The changes of wheel/rail normal contact stress, Mises stress and elastic-plastic deformations are analyzed under different conditions in heavy haul railway. A method is provided for a foundation of the future study of wheel-rail contact wear, fatigue and cracks germination and development in this paper.
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Famurewa, Stephen Mayowa, Liangwei Zhang, and Matthias Asplund. "Maintenance analytics for railway infrastructure decision support." Journal of Quality in Maintenance Engineering 23, no. 3 (August 14, 2017): 310–25. http://dx.doi.org/10.1108/jqme-11-2016-0059.
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Purpose The purpose of this paper is to present a framework for maintenance analytics that is useful for the assessment of rail condition and for maintenance decision support. The framework covers three essential maintenance aspects: diagnostic, prediction and prescription. The paper also presents principal component analysis (PCA) and local outlier factor methods for detecting anomalous rail wear occurrences using field measurement data. Design/methodology/approach The approach used in this paper includes a review of the concept of analytics and appropriate adaptation to railway infrastructure maintenance. The diagnostics aspect of the proposed framework is demonstrated with a case study using historical rail profile data collected between 2007 and 2016 for nine sharp curves on the heavy haul line in Sweden. Findings The framework presented for maintenance analytics is suitable for extracting useful information from condition data as required for effective rail maintenance decision support. The findings of the case study include: combination of the two statistics from PCA model (T2 and Q) can help to identify systematic and random variations in rail wear pattern that are beyond normal: the visualisation approach is a better tool for anomaly detection as it categorises wear observations into normal, suspicious and anomalous observations. Practical implications A practical implication of this paper is that the framework and the diagnostic tool can be considered as an integral part of e-maintenance solution. It can be easily adapted as online or on-board maintenance analytic tool with data from automated vehicle-based measurement system. Originality/value This research adapts the concept of analytics to railway infrastructure maintenance for enhanced decision making. It proposes a graphical method for combining and visualising different outlier statistics as a reliable anomaly detection tool.
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Gerlici, Juraj, Tomáš Lack, and Jozef Harušinec. "Realistic Simulation of Railway Operation on the RAILBCOT Test Stand." Applied Mechanics and Materials 486 (December 2013): 387–95. http://dx.doi.org/10.4028/www.scientific.net/amm.486.387.
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The aim of the article is to present the necessity of completion of the test stand of brake components of railway vehicles with the equivalent railway operation load simulator for the research of the wheel wear on it. The other aim of presented research needs is to perform the analysis of the equivalent conicity as a parameter for the rail vehicles in operation ride properties prediction. The sub aims are the change of frame, wheel, braking forces load via SIMRAIL simulator program load collection performance.
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Zhong, W., L. Dong, and X. Y. Liu. "Study on Wear of Wheel Steel under High Speed Working Condition." Advanced Materials Research 739 (August 2013): 462–65. http://dx.doi.org/10.4028/www.scientific.net/amr.739.462.
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Abstract: according to Hertz contact theory, the experimental study and micro-morphology analysis on the fatigue wear of 2 different kinds of wheel materials were conducted by using JD-1 wheel/rail simulation testing machine, to provide a basis for the selection of wheels used on high speed railway. The result shows that the degree of wear of the wheel steel mainly depended on the hardness, the two materials displayed a certain oxidation and stripping and their stripping morphologies were different obviously.
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Makowski, Jacek, Łukasz Stolarczyk, and Paweł Muzolf. "Calculation of section modulus and moments of inertia of the 60E1 rail profile due to its head cross-section change." WUT Journal of Transportation Engineering 124 (March 1, 2019): 99–114. http://dx.doi.org/10.5604/01.3001.0013.6815.
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The paper presents the theoretical foundations regarding the operational wear of rail heads. Rail, which constitute the basic element of the railway track, among others, guides the wheel in a lateral direction as well as enables a safe operation of rail vehicles. The criteria for the interaction of vehicles with the railway surface are described and the issues of interaction of the rail vehicle wheel with the rail is described. In the further part of the work an analysis of the influence of rail head wear of the 60E1 rail profile on the value of the moment of inertia Ix and sectional modulus Wx of this profile was carried out. The analysis was conducted on real, previously prepared samples of 60E1 operated rails. The methodology for calculating the geometric characteristics of cross-sectional characteristics of worn rails has been proposed using the Autodesk Autocad (Computer Aided Design software). The obtained values of moments of inertia and sectional modulus were compared with theoretical formulas described in the literature.
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Gonzalez, F. J., J. A. Chover, B. Suarez, and M. Vazquez. "Dynamic analysis using finite elements to calculate the critical wear section of the contact wire in suburban railway overhead conductor rails." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 222, no. 2 (March 1, 2008): 145–57. http://dx.doi.org/10.1243/09544097jrrt144.
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The purpose of this study is to determine the critical wear levels of the contact wire of the catenary on metropolitan lines. The study has focussed on the zones of contact wire where localized wear is produced, normally associated with the appearance of electric arcs. To this end, a finite element model has been developed to study the dynamics of pantograph—catenary interaction. The model includes a zone of localized wear and a singularity in the contact wire in order to simulate the worst case scenario from the point of view of stresses. In order to consider the different stages in the wire wear process, different depths and widths of the localized wear zone were defined. The results of the dynamic simulations performed for each stage of wear let the area of the minimum resistant section of the contact wire be determined for which stresses are greater than the allowable stress. The maximum tensile stress reached in the contact wire shows a clear sensitivity to the size of the local wear zone, defined by its width and depth. In this way, if the wear measurements taken with an overhead line-recording vehicle are analysed, it will be possible to calculate the potential breakage risk of the wire. A strong dependence of the tensile forces of the contact wire has also been observed. These results will allow priorities to be set for replacing the most critical sections of wire, thereby making maintenance much more efficient. The results obtained show that the wire replacement criteria currently borne in mind have turned out to be appropriate, although in some wear scenarios these criteria could be adjusted even more, and so prolong the life cycle of the contact wire.
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Qu, Bao Zhang, Hong Bo Zhang, Bi Hong Lu, and Zhen Ming Liu. "Research on Brake Shoe Eccentric Wear Mechanism by Analytical Method and Virtual Experiment." Key Engineering Materials 620 (August 2014): 318–23. http://dx.doi.org/10.4028/www.scientific.net/kem.620.318.
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In this paper, a theoretical mechanical model for the brake shoe is set up according to the foundation brake unit of railway freight cars, and it indicates that the friction moment is the origin resulting in brake shoe eccentric wear. On this basis, the pressure distribution formula on the brake shoe is derived when the train brakes in forward and backward direction respectively. The analysis results show that if the wheel and the brake shoe are concentric, the ratio of the revolving-in end pressure to the revolving-out end pressure in wheel forward revolving is larger than that in wheel backward revolving. It is consistent with the phenomena that upper eccentric wear often appears on the brake shoe in practice. Further research reveals that the degree of the eccentric wear is determined by the braking force action style, which is the theoretical basis for the design revision. In addition, the RecurDyn Multi-body Dynamics software is used to build the rigid-flexible coupling dynamics model for the foundation brake unit. The simulation experiment verified the analysis result. The research outcome provides the theoretical basis and technical support for further design improvement of the foundation brake unit in railway freight cars.
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Usamah, Rayhan, Donghoon Kang, Youn Doh Ha, and Bonyong Koo. "Structural Evaluation of Variable Gauge Railway." Infrastructures 5, no. 10 (October 1, 2020): 80. http://dx.doi.org/10.3390/infrastructures5100080.
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In the Eurasian railway network, a different gauge length is used across several countries. A railroad variable gauge allows railway vehicles in rail transport to travel across a gauge break caused by two railway networks with differing track gauges. The variable gauge railway consists of the bogie system to change the length of the wheel shaft and the gauge changing railroad track. Thus, it is important to assess the structural performance of the variable gauge system. In this study, as a performance improvement subject of the variable gauge bogie and railroad, a structural analysis using dynamic finite element calculation was performed to evaluate the reliability and life cycle of the release system and the variable gauge railway. First, the contact pressure and structural stress of the release disk and the release rail were calculated, which provided the wear condition and fatigue life prediction of variable gauge components. Second, a structural analysis of the gauge stabilization rail after the gauge release was executed. The maximum principal stress was evaluated to guarantee the required service life of the stabilization rail section. For the operational safety of the variable gauge system, the operation conditions and maintenance requirements of the variable gauge railway were proposed.
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Horobets, Y. V. "WEAR DYNAMICS ANALYSIS OF THE SUPPORTING STRUCTURES OF SHUNTING LOCOMOTIVES OF INDUSTRIAL RAILWAY TRANSPORT UNDER THE INFLUENCE OF MATERIAL CORROSION." Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport, no. 6(90) (April 8, 2021): 57–65. http://dx.doi.org/10.15802/stp2020/224336.
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Purpose. The research is aimed at obtaining new knowledge about the environmental influence on the supporting structures of the traction rolling stock of railways according to the corrosive wear parameter, the nature of the dynamics of this influence, as well as the evaluation of technical condition of the domestic traction rolling stock of industrial railways. Methodology. To obtain the relevant data, the author conducted aggregation and analysis of the results of ultrasonic thickness measurement of the main supporting structures of locomotives, obtained during eight years of the work to extend the service life of industrial transport locomotives. The supporting structures of series of locomotives presented in this study have a total range of service life of 25-48 years. They are located in different regions of Ukraine. Findings. The author found that among the surveyed fleet of diesel locomotives of industrial transport, the uniform corrosion level of supporting structures has a linear dependence on their service life with a rather low slope. Thus, according to the definitions of the normative documentation, which was relevant at the time of production of the rolling stock units that are the objects of this study, the material of the supporting structures (except for one particular case) belongs to the resistant group of metal corrosion resistance. Originality. Due to reasons such as the independence of industrial rolling stock from state-owned railway enterprises and the performance of maintenance work by various organizations, information on the general condition of the rolling stock of industrial transport is not readily available. The author for the first time collected statistical data on the state of industrial rolling stock and analyzed them. Practical value. The obtained results illustrate the development dynamics of equal corrosion of traction industrial transport structures, which, in turn, gives grounds for the subsequent improvement of the methodology of examining rolling stock units both during scheduled work and in order to extend the service life.
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Wang, Chen, Shihui Luo, Ziqiang Xu, Chang Gao, and Weihua Ma. "Research on Bogie Frame Lateral Instability of High-Speed Railway Vehicle." Shock and Vibration 2018 (May 29, 2018): 1–13. http://dx.doi.org/10.1155/2018/8469143.
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In order to find out the reason for the bogie frame instability alarm in the high-speed railway vehicle, the influence of wheel tread profile of the unstable vehicle was investigated. By means of wheel-rail contact analysis and dynamics simulation, the effect of tread wear on the bogie frame lateral stability was studied. The result indicates that the concave wear of tread is gradually aggravated with the increase of operation mileage; meanwhile the wheel-rail equivalent conicity also increases. For the rail which has not been grinded for a long time, the wear of gauge corner and wide-worn zone is relatively severe; the matching equivalent conicity is 0.31-0.4 between the worn rail and the concave-worn-tread wheel set. The equivalent conicity between the grinded rail and the concave-worn tread is below 0.25; the equivalent conicities are always below 0.1 between the reprofiled wheel set and various rails. The result of the line test indicates that the lateral acceleration of bogie frame corresponding to the worn wheel-rail can reach 8.5m/s2, and the acceleration after the grinding is reduced below 4.5m/s2. By dynamics simulation, it turns out that the unreasonable wheel-rail matching relationship is the major cause of the bogie frame lateral alarm. With the tread-concave wear being aggravated, the equivalent conicity of wheel-rail matching constantly increases, which leads to the bogie frame lateral instability and then the frame instability alarm.