Journal articles on the topic 'Wheel and rail wear'
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1
Quan SUN, Yan, Maksym SPIRYAGIN, Colin COLE, and Dwayne NIELSEN. "WHEEL–RAIL WEAR INVESTIGATION ON A HEAVY HAUL BALLOON LOOP TRACK THROUGH SIMULATIONS OF SLOW SPEED WAGON DYNAMICS." Transport 33, no. 3 (October 2, 2018): 843–52. http://dx.doi.org/10.3846/16484142.2017.1355843.
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Heavy haul railway track infrastructure are commonly equipped with balloon loops to allow trains to be loaded/unloaded and/or to reverse the direction of travel. The slow operational speed of trains on these sharp curves results in some unique issues regarding the wear process between wheels and rails. A wagon dynamic system model has been applied to simulate the dynamic behaviour in order to study the wheel–rail contact wear conditions. A wheel–rail wear index is used to assess the wear severity. The simulation shows that the lubrication to reduce the wheel–rail contact friction coefficient can significantly reduce the wear severity. Furthermore, the effects of important parameters on wheel–rail contact wear including curve radius, wagon speed and track superelevation have also been considered.
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Leso, TP, CW Siyayisa, RJ Mostert, and J. Moema. "Study of wear performance of wheel and rail steels under dry sliding conditions." Suid-Afrikaanse Tydskrif vir Natuurwetenskap en Tegnologie 40, no. 1 (January 24, 2022): 44–50. http://dx.doi.org/10.36303/satnt.2021cosaami.09.
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The demand for efficient railway services has significantly increased in the past years due to an increased demand for the high-speed transportation of goods with high loads. The increase in loads and velocities has resulted in increased problems associated with rolling contact fatigue (RCF), rolling and sliding wear on the wheel and rail materials causing a reduction of service life of wheel/rail systems. Rail operating companies spend significant funds in maintenance and replacing damaged rails and wheels caused by wear. In addition, unscheduled maintenance due to wear and RCF often lead to poor availability of railway networks. For this study, dry sliding wear was investigated on wheel and rail steels using RTEC Multi-Function Tribometer. The results demonstrated that the rig was successful in simulating sliding wear, and that the fractions of the wear components could be varied, and it also provided instrumentation. Information on coefficient of friction against sliding distance and applied force were obtained which were used to compare sliding wear performance of both wheel and rail steels. The wheel was found to perform better than the rail under the same conditions due to its high initial hardness values and smaller interlamellar spacing.
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Magel, Eric, and Joe Kalousek. "Designing and assessing wheel/rail profiles for improved rolling contact fatigue and wear performance." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 7 (June 1, 2017): 805–18. http://dx.doi.org/10.1177/0954409717708079.
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A quick survey of wheel and rail profiles used around the world reveals a huge range of options. Wheels come in cylindrical, conical, and concave variations, while rails range in shape from a very flat 14 in. (350 mm) head radius to a tightly crowned 6 in. (150 mm) head radius. The rationale for implementing one or the other is often institutional inertia—a strong tendency to continue doing what has been done in the past. But the impacts of wheel and rail profiles on the performance of the vehicle/track interaction are large and the decision should not be made lightly. Unfortunately, there are few well-matched “off-the-shelf” solutions from the existing commercially available profiles, such that new rails and wheels often suffer early failures or infant mortality. Through examples and case studies, this paper discusses the significant role that wheel and rail profiles play with respect to performance and safety and makes the case for wheel and rail profiles specifically suited to the needs of each railway. Various techniques for assessing the performance of systems of wheels and rails are reviewed and discussed.
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Kumar, S., P. K. Krishnamoorthy, and D. L. Prasanna Rao. "Influence of Car Tonnage and Wheel Adhesion on Rail and Wheel Wear: A Laboratory Study." Journal of Engineering for Industry 108, no. 1 (February 1, 1986): 48–58. http://dx.doi.org/10.1115/1.3187041.
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This study presents the results and analysis of a laboratory investigation, of rail and wheel wear under clean and dry tangent track conditions, utilizing the IIT-GMEMD quarter scale simulation facility. Important factors influencing rail degradation are discussed followed by five different load/lubrication classifications of contacts. Influence of two important parameters, viz. wheel load (N) and adhesion coefficient of the tractive wheels (μ), on rail and wheel wear has been studied under conditions of Hertzian simulation. Seven separate experiments were conducted to measure wear of rail and nontractive freight car wheels. These were followed by six additional wear tests, simulating a typical U.S. locomotive, to investigate the effect of adhesion coefficients. The wear rates for tonnages* exceeding 65–70 t car increase at a much higher rate than those for tonnages below 65 t. Nonlinear relationship showing wear rate proportional to N5.4 and a bilinear relation have been developed. Considerations of contact plasticity show that the stress corresponding to 68-t freight load is a threshold stress which when exceeded leads to continual plasticity of new rails thus preventing shakedown. The influence of adhesion coefficient is also quite nonlinear, the wear rates being much higher for μ > 0.3. Photomicrographs of the surfaces of the wheel and rail at the end of the tests showed mild wear for μ ≤ 0.25 and severe wear for μ ≥ 0.35 indicating a transition of wear mechanism from mild to severe slightly above μ = 0.25. Wear rate is found to be approximately proportional to the square of the adhesion coefficient. A bilinear relation of wear rate versus μ, which is more accurate, is also given. It was observed that the effect of adhesion is more severe than the effect of tonnage alone. However, the tonnage effect is of serious consequence regarding plastic shakedown of the rails. A formulation of wear rate as a combined function of tonnage and adhesion coefficient is given. The urgent need for a solution of this problem is pointed out.
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Ma, He, Jun Zhang, and Xiu Juan Zhang. "The Calculation and Analysis for the Independent Wheels of Tramcar." Applied Mechanics and Materials 577 (July 2014): 297–300. http://dx.doi.org/10.4028/www.scientific.net/amm.577.297.
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The wheel/rail profiles in different wear stages are measured using the apparatus of wheel-rail profile. The 3D elastic-plastic FEM contact models are established for the straight line and curves, in which attack angle is considered. Contact problems between the wheels in different wear stages and the worn rail are studied. Contact area, normal contact force, and equivalent Von Mises stress of different cases are analyzed. The obtained results show that the maximum equivalent Von Mises stress reduces and tends to be steady with the independent wheel wearing. Widening the track gauge can have an influence on the variation of wheel wear positions and the wear rules between wheel and rail. When the wheel with a certain attack angle contacts with rail, the maximum equivalent Von Mises stress appears at the contact region between the flange and rail side. The influence of attack angle on the wear between the wheel and rail is quite serious. It is very important to do the research for the further optimization and design of the wheel/rail profiles.
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Zhang, Tie, Jun Zhang, and Chuan Xi Sun. "The Profile Analysis of Wheels and Rails of Different Wear Stages for Heavy-Haul Wagons." Applied Mechanics and Materials 602-605 (August 2014): 291–94. http://dx.doi.org/10.4028/www.scientific.net/amm.602-605.291.
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A large number of wheel and rail profiles of different wear stages are tracked and measured using the wheel/rail profile admeasuring apparatus for DaTong-QinHuangdao heavy-haul line. The finite element method (FEM) models and dynamic models of the contact between wheels and rails are both established for two working conditions (i.e., straight line and curve line). In addition, the corresponding parameters and indexes are obtained through the simulation and calculation. The results show that the maximum equivalent stress for the wheel profile of type II is lower than those of wheel profiles in other stages for the straight and curve lines. Its contact stress distribution is more uniform than others. The dynamics indexes including stationarity and stability of the standard wheel profiles ( i.e. LM) are the best. The indexes are gradually reduced along with the abrasion of wheel profiles. When passing the curve, the dynamics indexes of wheel profiles in each stage are reached the evaluation standard. The abrasion rate of wheels and rails can be reduced relatively when wheels are matched with the worn rails in the stable stage.
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Hou, Maorui, Bingzhi Chen, and Di Cheng. "Study on the Evolution of Wheel Wear and Its Impact on Vehicle Dynamics of High-Speed Trains." Coatings 12, no. 9 (September 14, 2022): 1333. http://dx.doi.org/10.3390/coatings12091333.
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Wheel wear is one of the most critical factors affecting the vehicle performances and maintenance costs of railway vehicles. However, previous research has to ignore the initial wheel-rail profiles for the evolution of wheel wear. Therefore, this work investigates the relationship between the evolution of wheel wear corresponding to different initial wheel-rail profiles and vehicle dynamics, wheel-rail deterioration. Firstly, the evolution of wheel wear during a long service period is measured from two high-speed railway trains running on two different lines. Contact geometry, e.g., equivalent conicity and contact pair distribution, are extracted. After that, the influence of wheel wear on the vehicle dynamic performance is studied using a multi-body dynamic software. The calculated contact parameters, e.g., pressure, shear traction, and creepage, are used to analyze the distribution of rolling contact fatigue. Based on the experimental and simulation results, the initial wheel and rail profiles significantly affects the wheel wear pattern, the thin rim wheel has uniform wear, and other wheels occurs hollow wear. The hollow wear can lead to gradual deterioration of vehicle dynamics, which conversely aggravates the wheel reprofiling.
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Telliskivi, Tanel, and Ulf Olofsson. "Wheel–rail wear simulation." Wear 257, no. 11 (December 2004): 1145–53. http://dx.doi.org/10.1016/j.wear.2004.07.017.
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Wei, Kai, Xin Xiao, and Yu De Xu. "Rail Pre-Grinding on Shanghai-Nanjing PDL and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 660–63. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.660.
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The paper tests the rail profiles of Shanghai-Nanjing PDL after its rail pre-grinding. The grinding values are counted, which shows that the grinding mainly occurs on the inner side of rail top, ranging from 0 to 1.26mm. Wheel-Rail Contact Geometry is also analyzed. Results shows that after pre-grinding, the wheel-rail contact points concentrate to the center of rail top, and it is good for rail wear control. But the rolling radius difference decreases and it weakens the rails ability of return the wheels position.
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Kosarchuk, V., M. Chausov, V. Tverdomed, A. Pilipenko, and O. Aharkov. "LUBRICANT COMPOSITION FOR INCREASING WEAR RESISTANCE OF HEAVY-LOADED FRICTION PAIRS." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 39 (June 30, 2022): 30–40. http://dx.doi.org/10.32703/2617-9040-2022-39-4.
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The proposed new lubricating composition, which significantly reduces the wear resistance of the rails and wheels of rolling stock during operation, prevents electrochemical corrosion of friction pairs “wheel – rail” and, most importantly, stabilizes the coefficient of friction at the optimum level after a relatively short operating time. The experiments performed on the friction pair “sample of the bandage material of the railway wheel – a sample of the rail material” at the ratio of hardness at the bandage material (Rockwell hardness, HRC scale - 35.3) to the hardness of the rail material 1,1. Test results show that in the case of industrial lubricant, the BioRail brand, with the addition of nanomaterial friction pair with lower wear hardness of the rail metal sample after three hours in operation was practically not observed. Moreover, the average value of the friction coefficient for three hours of operation had been maintained at the level 0.25, which is optimal for the friction pair “wheel – rail”.
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Wei, Kai, Rui Ying Chen, and Yu De Xu. "Rail Profile Wear on Curve and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 655–59. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.655.
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The paper has carried out continued tests on a curve of a heavy haul railway in China for its rail profiles. Based on the data, the paper has counted the development of the rail profile wear, and then analyses the influence of wheel-rail contact geometry on the rail profile wear. The results show that the wear of high rails develops around the rail corners, while the one of low rails around the rail top. The development of the rail wear speeds up after the transport mass passes 210MGT. The wheel-rail contact geometry deteriorates when the transport mass grows up to 60MGT and lower than 210MGT.
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Smetanka, Lukáš, Pavol Št’astniak, and Jozef Harušinec. "Wear research of railway wheelset profile by using computer simulation." MATEC Web of Conferences 157 (2018): 03017. http://dx.doi.org/10.1051/matecconf/201815703017.
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The wear of rails and wheels is important problem in rail traffic. The change of the shape of the wheel profile has not only a great influence on the dynamic properties of the vehicle (like stability, safety by passing curved tracks, etc.), but also affects the ride comfort of passengers and environmental insults, in extreme cases it can cause rail derailment. One of the ways to predict these undesired conditions are computer aided simulation analyzes. In this article are presented assessments of wheel profile wear by Archard wear law in Simpack simulation software, when is railway vehicle driving at different velocities.
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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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Ji, Yuanjin, Lihui Ren, Jian Wang, and Dao Gong. "Mechanism and affecting factors of Translohr tramway guide rail side wear." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 231, no. 21 (July 14, 2016): 3898–912. http://dx.doi.org/10.1177/0954406216660333.
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The wheel–rail contact can be found in two patterns. In the first pattern, the treads of both wheels are in contact with the two top surfaces of the ^-shaped guide rail; in the second pattern, the treads of both wheels are in contact with the two top surfaces of the ^-shaped guide rail, and the wheel edge is in contact with the guide rail web on one side. Based on these findings, an equivalent mechanical model with four unilateral springs is proposed to describe the wheel–rail contact. Additionally, a dynamic model of the Translohr tramway is established using Matlab/Simulink. The wheel–rail contact in a tramway moving along curves with different radii is calculated using simulation, and the results obtained are consistent with the observations and results of field measurements. The effects of various factors, including curve radius, tram speed, guide rail pre-pressure, and guide rod length, on the side wear of the guide rail were investigated. The results revealed that curve radius and tram speed are the critical factors affecting rail track side wear. These two factors can qualitatively determine rail track side wear, while other factors can only quantitatively affect the degree of rail track side wear.
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Xu, Xiaotian, Xiaolu Cui, Jia Xu, Xiaoxia Wen, and Zongchao Yang. "Study on the Interaction between Wheel Polygon and Rail Corrugation in High-Speed Railways." Materials 15, no. 24 (December 8, 2022): 8765. http://dx.doi.org/10.3390/ma15248765.
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The wheel polygonization and rail corrugation are typical wheel–rail periodic wear problems, which seriously affect the safe operation of high-speed railways. In the present paper, the interaction between the wheel polygon and the rail corrugation in the long-slope section of high-speed railways is mainly studied based on theory of friction coupling vibration. Firstly, the simulation model of the wheel–rail contact model is established, as well as the polygonal wear of the wheel and the corrugated wear of the rail. Then, the stability analyses of the wheel–rail system with periodic wear are studied, in which the four working conditions of smooth rail–smooth wheel, polygonal wheel–smooth rail, smooth wheel–corrugated rail and polygonal wheel–corrugated rail are compared. Finally, the competition mechanisms between the wheel polygon and rail corrugation under different parameters are discussed, including the wheel–rail friction coefficient and the depth of periodic wear of the wheel–rail system. The numerical results show that both the periodic wear of the wheel and rail with certain relevance will increase the friction coupling vibration of the wheel–rail system, which may aggravate the subsequent relevant wheel polygonal and rail corrugation wear. With the increase of the friction coefficient between wheel and rail, as well as the depth of the wheel polygon and rail corrugation, the vibration trend of the friction coupling vibration of the wheel–rail system increases gradually. Moreover, the proportion of the wheel polygon’s influence on the friction coupling vibration of the wheel–rail system is greater than that of rail corrugation.
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Xu, Kai, Zheng Feng, Hao Wu, Dongri Xu, Fu Li, and Chenhui Shao. "Optimal profile design for rail grinding based on wheel–rail contact, stability, and wear development in high-speed electric multiple units." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 6 (June 13, 2019): 666–77. http://dx.doi.org/10.1177/0954409719854576.
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High-speed electric multiple units have numerous advantages. However, a number of critical maintenance issues arise in the operation of high-speed electric multiple units. The previous researches about rail profile design usually take only a single type of wheel profile into account, which would cause some other problems such as severe increase of hollow wear on the wheels. This study systematically investigates the influence of rail grinding on running stability and wear development in high-speed electric multiple units and designs a new rail profile as reference for grinding that takes all types of vehicle wheels running on a specific line into account, in order to design a ground rail which could match the wheel profile and thus improve the running stability of electric multiple units. All types of wheel profiles used on the Wuhan–Guangzhou railway line are taken as the design reference. A wheel–rail wear simulation program is constructed based on CONTACT numerical simulation software and SIMPACK vehicle system dynamics software. The simulation results show that both the wheel–rail contact relationship and the running stability of high-speed electric multiple units improved after rail grinding. The results of the wheel wear analysis show that when the rail is ground to the target profile, after a running mileage of 200,000 km, the wear area of the new wheel profile LMA and the greatest hollow wear wheel profile LMA-25 decreases by 1.13 mm2 and 9.86 mm2, respectively. In addition, this method can prolong the wheel reprofiling interval. For the Wuhan–Guangzhou railway line, normally the grinding interval for the tangent track and large-radius curve is 2–3 years, and for the entering and exiting tunnel sections, the grinding interval should be set for 1–2 years, which could remove the damaged layer of the rail surface and could restore the designed profile of the rail and prolong the rail service life.
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Pradhan and Samantaray. "A Recursive Wheel Wear and Vehicle Dynamic Performance Evolution Computational Model for Rail Vehicles with Tread Brakes." Vehicles 1, no. 1 (April 17, 2019): 88–114. http://dx.doi.org/10.3390/vehicles1010006.
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The increased temperature of the rail wheels due to tread braking causes changes in the wheel material properties. This article considers the dynamic wheel material properties in a wheel wear evolution model by synergistically combining a multi-body dynamics vehicle model with a finite element heat transfer model. The brake power is estimated from the rail-wheel contact parameters obtained from vehicle model and used in a finite element model to estimate the average wheel temperature. The wheel temperature is then used for wheel wear computation and the worn wheel profile is fed to the vehicle model, thereby forming a recursive simulation chain. It is found that at a higher temperature, the softening of the rail-wheel material increases the rate of wheel wear. The most affected dynamic performance parameter of the vehicle is found to be the critical speed, which reduces sharply as the wheel wear exceeds a critical limit.
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Qian, WJ, ZQ Huang, H. Ouyang, GX Chen, and HJ Yang. "Numerical investigation of the effects of rail vibration absorbers on wear behaviour of rail surface." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 233, no. 3 (June 27, 2018): 424–38. http://dx.doi.org/10.1177/1350650118785061.
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Rail corrugation refers to the periodic wear of the top working surfaces of rails. This problem has plagued the railway industry over a hundred years. In the present paper, the effects of rail vibration absorbers on wear behaviour of the rail surface have been studied. The dynamic model of a wheel–rail–absorber system is established. The friction contact coupling between the wheel and the rail are fully considered in this model. A wear model, in which the mass loss of unit area in contact patch is proportional to frictional work per unit area between the wheel and the rail, is developed to analyse the wear behaviour of the rail surface. Numerical results show that the saturated creep force-induced self-excited vibration of the wheel–rail system can result in short pitch rail corrugation on the rail surface. The maximum wear depth occurs at the positions close to mid-span of each sleeper bay. After the installation of rail vibration absorbers, the formation of short pitch rail corrugation can be suppressed effectively, and the wear on the rail surface becomes uniform and the growth rate of rail corrugation reduces considerably. Increasing the connection damping between the absorber and the rail web is beneficial to preventing the formation of short pitch rail corrugation.
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Wu, Na, and Jing Zeng. "Parameter Studies for Wheel Wear Using a Flexible Wheelset." Advanced Materials Research 712-715 (June 2013): 1230–34. http://dx.doi.org/10.4028/www.scientific.net/amr.712-715.1230.
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In order to reduce wheel profile wear of high-speed train and extend the service life of wheels, a high-speed vehicle multi-body dynamic model and wheel profile wear model are established, in which the wheelset is considered as flexible. The influence of wheel profile, track gauge, and rail cant is extensively studied. The simulation results show that the type XP55 wheel has smallest cumulative wear depth, and type LM wheel has largest wear depth. It is known that the equivalent conicity of the wheel should not be too large or too small. The track gauge with 1435-1438mm and rail cant with 1:35-1:40 can have better wheel wear performance.
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Windarta and M. Bin Sudin. "Analytical Study on Wear Interaction between Rail-Wheel." Applied Mechanics and Materials 110-116 (October 2011): 2406–10. http://dx.doi.org/10.4028/www.scientific.net/amm.110-116.2406.
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The interaction between wheel-rail produced defects on each other. Many studies of wear were done using pin-on-disc tribometer on interaction between the wheels – rail. The present paper proposes analytical study on wear. Wear rates were determined using depth of wear prediction on the interaction surfaces between wheel-rail. This prediction has been validated using pin-on-disc experimental technique using normal load of 100 N. The results show that the predictive equation developed can be used to predict the actual wear rate.
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Aceituno, Javier F., Pu Wang, Liang Wang, and Ahmed A. Shabana. "Influence of rail flexibility in a wheel/rail wear prediction model." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 1 (August 5, 2016): 57–74. http://dx.doi.org/10.1177/0954409715618426.
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The aim of this paper is to study the influence of rail flexibility when a wheel/rail wear prediction model that computes the material loss based on an energy approach is used. The wheel/rail wear model used in this investigation is a simplified combined wear hypothesis that is based on the frictional energy loss in the contact patch. In order to account for wear and its distribution in a profiled wheel surface, the contact forces, creepages and location of the wheel/rail contact points are first calculated using a fully nonlinear multibody system (MBS) and three-dimensional contact formulations that account for the rail flexibility. The contact forces, creepages and contact point locations are defined as nonlinear functions of the rail deformations. These nonlinear expressions are used in the wear calculations. The wear distribution is considered to be proportional to the normal force in the contact area. Numerical simulations are first performed in order to compare between the results obtained using the simplified wheel/rail wear model and the results obtained using Archard’s wear model with a focus on sliding when the track is modeled as a rigid body. This simplified wear model is then used in the simulation of the MBS vehicle model in the case of a flexible body track, in which the rails are modeled using the finite element floating frame of reference approach and modal reduction techniques. The effect of the rail deformation on the wear results are examined by comparing these results with those obtained using the rigid-body track model.
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Wu, Qiang, Tao Qin, Mingxue Shen, Kangjie Rong, Guangyao Xiong, and Jinfang Peng. "Effect of Gas Nitriding on Interface Adhesion and Surface Damage of CL60 Railway Wheels under Rolling Contact Conditions." Metals 10, no. 7 (July 8, 2020): 911. http://dx.doi.org/10.3390/met10070911.
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The influence of surface gas nitriding on wheel/rail rolling contact fatigue and wear behavior of CL60 wheel was studied on a new rolling contact fatigue/wear tester (JD-DRCF/M). The failure mechanisms of the wheel/rail surface after the gas nitriding and without gas nitriding on the wheel surface were compared and analyzed. The results show that the wheel with gas nitriding could form a dense and hard white bright layer which was approximately 25 μm thick and a diffusion layer which was approximately 70 μm thick on the wheel surface. Thus, the gas nitriding on the railway wheel not only significantly improved the wear resistance on the surface of the wheel, but also effectively reduced the wear of the rail; the results show that the material loss reduced by 58.05% and 10.77%, respectively. After the wheel surface was subjected to gas nitriding, the adhesive coefficient between the wheel/rail was reduced by 11.7% in dry conditions, and was reduced by 18.4% in water media, but even so, the wheel with gas nitriding still could keep a satisfactory adhesive coefficient between the wheel/rail systems, which can prevent the occurrence of phenomena such as wheel-slip. In short, the gas nitriding on the wheel surface can effectively reduce the wear, and improve the rolling contact fatigue resistance of the wheel/rail system. This study enlarges the application field of gas nitriding and provides a new method for the surface protection of railway wheels in heavy-duty transportation.
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Six, Klaus, Tomislav Mihalj, Gerald Trummer, Christof Marte, Visakh V. Krishna, Saeed Hossein-Nia, and Sebastian Stichel. "Assessment of running gear performance in relation to rolling contact fatigue of wheels and rails based on stochastic simulations." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 4 (October 9, 2019): 405–16. http://dx.doi.org/10.1177/0954409719879600.
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In this work, the authors present a methodology for assessing running gear with respect to rolling contact fatigue of wheels and rails. This assessment is based on the wheel/rail contact data of different wheel profile wear states obtained from a wheel profile prediction methodology. The approach allows a cumulative assessment of the rolling contact fatigue of rails in different curve radii (e.g. the sum of damage over the lifetime of wheel profiles). Furthermore, the assessment of the rolling contact fatigue can be undertaken at different wear states of the wheel profiles to provide an insight on how the rolling contact fatigue of wheels and rails varies depending on the evolution of wheel wear. The presented methodology is exemplarily applied to two bogie types, the UIC-Y25 standard bogie and the so-called FR8RAIL bogie with a mechanical wheelset steering device. The presented methodology has been shown to be a useful tool for the optimisation of vehicles already in an early stage of the vehicle development process.
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Pradhan, Smitirupa, A. K. Samantaray, Mohammad Saquib, and Indrajit Singh. "1F32 Forced steering control with estimated wheel wear(Vehicles-Rail/Wheel)." Proceedings of International Symposium on Seed-up and Service Technology for Railway and Maglev Systems : STECH 2015 (2015): _1F32–1_—_1F32–8_. http://dx.doi.org/10.1299/jsmestech.2015._1f32-1_.
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Markov, D. P. "Tribology of rail bogie." Vestnik of the Railway Research Institute 77, no. 4 (August 28, 2018): 230–40. http://dx.doi.org/10.21780/2223-9731-2018-77-4-230-240.
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Railway bogie is the basic element that determines the force, kinematic, power and other parameters of the rolling stock, and its movement in the railway track has not been studied enough. Classical calculation of the kinematic and dynamic parameters of the bogie's motion with the determination of the position of its center of rotation, the instantaneous axes of rotation of wheelsets, the magnitudes and directions of all forces present a difficult problem even in quasi-static theory. The paper shows a simplified method that allows one to explain, within the limits of one article, the main kinematic and force parameters of the bogie movement (installation angles, clearance between the wheel flanges and side surfaces of the rails), wear and contact damage to the wheels and rails. Tribology of the railway bogie is an important part of transport tribology, the foundation of the theory of wheel-rail tribosystem, without which it is impossible to understand the mechanisms of catastrophic wear, derailments, contact fatigue, cohesion of wheels and rails. In the article basic questions are considered, without which it is impossible to analyze the movement of the bogie: physical foundations of wheel movement along the rail, types of relative motion of contacting bodies, tribological characteristics linking the force and kinematic parameters of the bogie. Kinematics and dynamics of a two-wheeled bogie-rail bicycle are analyzed instead of a single wheel and a wheelset, which makes it clearer and easier to explain how and what forces act on the bogie and how they affect on its position in the rail track. To calculate the motion parameters of a four-wheeled bogie, it is represented as two two-wheeled, moving each on its own rail. Connections between them are replaced by moments with respect to the point of contact between the flange of the guide wheel and the rail. This approach made it possible to give an approximate estimation of the main kinematic and force parameters of the motion of an ideal bogie (without axes skewing) in curves, to understand how the corners of the bogie installation and the gaps between the flanges of the wheels and rails vary when moving with different speeds, how wear and contact injuries arise and to give recommendations for their assessment and elimination.
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Lee, Chan Woo, and Seok Jin Kwon. "Evaluation of Surface Defects of Wheel and Rail for Korean High-Speed Railway." Materials Science Forum 654-656 (June 2010): 2499–502. http://dx.doi.org/10.4028/www.scientific.net/msf.654-656.2499.
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Wheels of the railway vehicle play the important role for driving train through wheel-rail interaction. Especially wheel profile is one of the most important design factors to rule the running stability and safety of train. Accordingly, the control of rolling contact fatigue-related defects is an ongoing concern for both safety and cost reasons. This process is referred to as ratcheting. Wear of wheel and rail surfaces occur due to a mixture of adhesive, abrasive and corrosive processes. In wheel/rail systems with little wear, such failure is manifested by the appearance of closely spaced micro-cracks. In the present paper, a evaluation of surface defects of wheel and rail for Korean high-speed railway. The main research application is the wheel-rail maintenance of Korea high-speed train.
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NISHITANI, Koichi, Yoshiaki TERUMICHI, Hirotaka MORI, Yasuhiro SATO, Katsuyuki TAKAHASHI, and Yasushi OKA. "2A12 Experimental research on rail/wheel wear(Boundary)." Proceedings of International Symposium on Seed-up and Service Technology for Railway and Maglev Systems : STECH 2015 (2015): _2A12–1_—_2A12–11_. http://dx.doi.org/10.1299/jsmestech.2015._2a12-1_.
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Qian, Yao, Ping Wang, Jiayin Chen, G. Bethel Lulu, Jingmang Xu, and Boyang An. "Numerical investigation of the influence of the creep curve on the wheel–rail contact damage in high-speed railway turnouts." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 9 (December 26, 2018): 926–36. http://dx.doi.org/10.1177/0954409718819574.
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This paper studies the wheel–rail creep curve characteristics and dynamic behaviour in high-speed railway turnouts by considering different wheel–rail surfaces and simulating them using a dynamic functional vehicle–track model with different friction and Kalker’s weight coefficients. The dynamic performance and damage coefficient of CRH2 locomotive passing through the 18# turnout at a speed of 80 km/h are discussed under different friction and Kalker’s weight coefficients. The results show that the Kalker’s weight and friction coefficients have less influence on the wheel–rail dynamics and wear performance at low values. Vehicle operating stability is the highest when the high-speed wheels pass through the switching area and the Kalker’s weight coefficient is 0.1. In this case, both fatigue damage and wear are low. When the Kalker’s weight coefficient at the crossing area is 1 and the friction coefficient is 0.5, the dynamic wheel–rail performance is good, with reduced wear and good wheel–rail contact. When the Kalker’s weight coefficient is 0.1, the maximum wear number of the closure panel is closer to the lower limit of the second region of the damage function, and both fatigue damage and wear are very low. The results are useful for accurately describing the wheel–rail contact relationship in high-speed turnouts and for finding the most appropriate creep curve to decrease wear and to prolong the turnout service life.
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Suparno, Joko, Dimas Ardiansyah Halim, Junaidi, Ady Setiawan, Marwan Effendy, and J. Jamari. "Graphite as Dry Lubricant to Reduce Rail Wheels Wear Level." Materials Science Forum 961 (July 2019): 126–33. http://dx.doi.org/10.4028/www.scientific.net/msf.961.126.
Full textAbstract:
Wear occurs in rail wheels due to varying surface contact between wheel and railway. Many materials are used to minimize the wear effect of friction, one of which is graphite. Graphite has been known having dry lubricating ability. To find out the effect of graphite lubrication on wear level of wheel and railway, an experiment-based research is important to conduct. This research started with designing the construction of disc-on-disc wear testing instrument, wheel specimen using EMS45 material and railway specimen using VCL140 material. Dry lubricant used was graphite bar polished onto wheel specimen surface. The result of research showed that graphite could adhere to wheel surface and penetrate into the fissures of contact between wheel and railway. Varying graphite polishing conducted once in 5 minutes and 10 minutes resulted in different volume of graphite filling in the fissures of wheel specimen surface. The more the graphite volume polished onto wheel specimen surface, the less is the material loss due to surface contact. Graphite’s ability of filling in this contact area fissure when administered in appropriate volume would enable graphite to be a good dry lubricant. If this graphite polishing technique is applied to rail wheels, it would be beneficial, as it can lengthen the wheel life.
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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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Krause, Hans, and Gerhard Poll. "Wear of wheel-rail surfaces." Wear 113, no. 1 (December 1986): 103–22. http://dx.doi.org/10.1016/0043-1648(86)90060-8.
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Pasichnyk, S. S., and N. V. Bezrukavyi. "Study of the elastically deformed state of a wheel-rail pair with different initial profiles and wear degrees." Technical mechanics 2022, no. 1 (April 26, 2022): 67–76. http://dx.doi.org/10.15407/itm2022.01.067.
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A topical problem for the Ukrainian railway transport is its integration into the world’s transport system. The Ukrainian and the European railways differ in rail track parameters, which complicates railway communication. As shown by international experience, the most promising way to resolve this problem is to use gage-changeable wheelsets, which may be adjusted to different track gages. Besides, the Ukrainian and the EU railways use different wheel and rail profiles, whose shape greatly affects the rail?vehicle interaction. In service, the profile geometry may change significantly due to contacting pair wearing-in, which may result in a number of negative consequences caused by rail and wheel profile mismatch. The aim of this work is to study the effect of the wear-caused change of the initial rail and wheel profiles on the elastically deformed state of wheel?rail pairs for wheelsets operating on 1,520 mm and 1,435 mm gage railways without truck change. Worn wheel and rail profiles were studied by mathematical and computer simulation. The elastically deformed state of a wheel?rail pair was studied by the finite-element method, which allows one to analyze various complex-geometry engineering structures and perform a 3D simulation of physical processes. The interaction of worn wheels and rails with initial profiles used on 1,520 mm and 1,435 mm gage railways was analyzed to give the contact stress distribution over the wheel and rail profile zones for wheel?rail contact pairs theoretically possible in Ukraine?EU railway communication. This made it possible to assess rail?vehicle interaction conditions in Ukraine?EU railway communication without wheelset change. The results of the study of the effect of wheel profile change on the elastically deformed state made it possible to formulate recommendations on the practicability of existing profiles and direct ways to improving the profile geometry of wheelsets operating on 1,520 mm and 1,435 mm gage railways without truck change.
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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.
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Kisilowski, Jerzy, and Rafał Kowalik. "Mechanical Wear Contact between the Wheel and Rail on a Turnout with Variable Stiffness." Energies 14, no. 22 (November 11, 2021): 7520. http://dx.doi.org/10.3390/en14227520.
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The operation and maintenance of railroad turnouts for rail vehicle traffic moving at speeds from 200 km/h to 350 km/h significantly differ from the processes of track operation without turnouts, curves, and crossings. Intensive wear of the railroad turnout components (switch blade, retaining rods, rails, and cross-brace) occurs. The movement of a rail vehicle on a switch causes high-dynamic impact, including vertical, normal, and lateral forces. This causes intensive rail and wheel wear. This paper presents the wear of rails and of the needle in a railroad turnout on a straight track. Geometrical irregularities of the track and the generation of vertical and normal forces occurring at the point of contact of the wheel with turnout elements are additionally considered in this study. To analyse the causes of rail wear in turnouts, selected technical–operational parameters were assumed, such as the type of rail vehicle, the type of turnout, and the maximum allowable axle load. The wear process of turnout elements (along its length) and wheel wear is presented. An important element, considering the occurrence of large vertical and normal forces affecting wear and tear, was the adoption of variable track stiffness along the switch. This stiffness is assumed according to the results of measurements on the real track. The wear processes were determined by using the work of Kalker and Chudzikiewicz as a basis. This paper presents results from simulation studies of wear and wear coefficients for different speeds. Wear results were compared with nominal rail and wheel shapes. Finally, conclusions from the tests are formulated.
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Ciotlaus, Madalina, Gavril Kollo, Vladimir Marusceac, and Zsolt Orban. "Rail-wheel Interaction and Its Influence on Rail and Wheels Wear." Procedia Manufacturing 32 (2019): 895–900. http://dx.doi.org/10.1016/j.promfg.2019.02.300.
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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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Wu, Yue, Xuesong Jin, Wubin Cai, Jian Han, and Xinbiao Xiao. "Key Factors of the Initiation and Development of Polygonal Wear in the Wheels of a High-Speed Train." Applied Sciences 10, no. 17 (August 25, 2020): 5880. http://dx.doi.org/10.3390/app10175880.
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The polygonal wear of train wheels occurs commonly in rail transport and increases the wheel–rail interaction force dramatically and has a bad effect on the safety and comfort of the train. The mechanism of polygonal wear needs to be studied. The characteristics of test data measured from 47,000 sets of polygonal wheels of high-speed trains were analysed statistically. The analysis shows that, in the entire use life cycle of the wheels, the order (wavelength) and development speed of polygonal wear are different; they correspond to different wheel diameters because of wear and re-profiling. A prediction model, which considered the flexibility of the wheelset for the polygonal wear of the wheels of high-speed trains, was developed to explain this phenomenon. This theoretical model analyses the initiation, development, and characteristics of polygonal wear. The analysis includes the effect of the high-frequency flexible deformation of the wheelset, train operation speed, and wheel diameter variation. This study suggests that, if the wheel perimeter is nearly an integral multiple of the wavelength of severe periodic wear along the wheel circumference, the polygonal wear on the wheel can develop quickly. Furthermore, the wavelength of the periodic wear of the wheel relies on the operation speed of the train and wheelset resonant frequency. Therefore, the initiation and development of polygonal wear on wheels depends on the operation speed, wheel diameter, and the resonant frequencies of the wheelset. This conclusion can be applied to research concerning measures associated with the suppression of polygonal wear development.
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GUZOWSKI, Stanisław, Maciej MICHNEJ, and Grzegorz ZAJĄC. "TRIBOLOGICAL WEAR OF WHEEL RIMS IN RAIL VEHICLES IN OPERATING CONDITIONS." Tribologia 268, no. 4 (August 31, 2016): 91–99. http://dx.doi.org/10.5604/01.3001.0010.6985.
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Wheel sets as elements determine the reliability and safety in railway traffic demand ensuring high technological and quality standards at the stage of production and exploitation. Not satisfying these conditions may result in, among others, premature wear of wheels in the wheel sets, in turn a shortening between-repair running periods and increasing the exploitation costs of rail vehicles. The authors, based on carried out tests, analysed the influence of not satisfying proper parameters of heat treatment of wheel rims on tribological wear on their surface. This especially concerns abrasive wear of wheel rims and damages of the spalling type on the wheel thread surface in wheel sets.
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Smetanka, Lukáš, Slavomír Hrček, and Pavol Šťastniak. "Investigation of railway wheelset profile wear by using computer simulation." MATEC Web of Conferences 254 (2019): 02041. http://dx.doi.org/10.1051/matecconf/201925402041.
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The wear of rails and wheels is important problem in rail traffic. The change of the shape of the wheel profile has not only a great influence on the dynamic properties of the vehicle (like stability, safety by passing curved tracks, etc.), but also affects the ride comfort of passengers and environmental insults, in extreme cases it can cause rail derailment. One of the ways to predict these undesired conditions are computer aided simulation analyses. In this article are presented results of wheel profile wear by Archard wear law, when the vehicle of type Model A was driving in track by constant velocity of 30 m/s. The vehicle was traveling along track where the rail profile was defined by standard (UIC 60 profile) with cant of 1:40, or the track profile really measured on the track, the profile S 91700_16 with the cant of 1:20. Simulations were realized by SIMPACK software.
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Kosarchuk, Valeriy, Mykola Chausov, Andrii Pylypenko, Volodymyr Tverdomed, Pavlo Maruschak, and Vasyl Vasylkiv. "Increasing Wear Resistance of Heavy-Loaded Friction Pairs by Nanoparticles in Conventional Lubricants: A Proof of Concept." Lubricants 10, no. 4 (April 11, 2022): 64. http://dx.doi.org/10.3390/lubricants10040064.
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This paper provides experimental data on the effective use of a new lubricating composition, which includes industrial oil of any brand with the addition of a nanometal of the component of a friction pair, which has a lower hardness. It is shown that this composition significantly reduces the wear resistance of the rails and wheels of rolling stock during operation, prevents electrochemical corrosion of the friction pair wheel–rail and, most importantly, stabilizes the coefficient of friction at the optimum level after a relatively short operating time. The experiments were performed on the friction pair, “sample of the bandage material of the railway wheel—a sample of the rail material”, with a ratio of hardness of the bandage material (Rockwell hardness, HRC scale—35.3) to the hardness of the rail material of 1.1. Test results show that in the case of industrial lubricant, the BioRail brand, with the addition of a nanomaterial friction pair with lower wear hardness of the rail metal sample, after three hours in operation the wear was practically not observed. Moreover, the average value of the friction coefficient for three hours of operation was maintained at the level 0.25, which is optimal for the friction pair wheel–rail. Similar experiments using only the same lubricant brand showed much worse results.
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Unitsky, Anatoli E., Aliaksandr S. Khlebus, Elena A. Ivanova, Aliaksandr E. Shashko, and Michael I. Tsyrlin. "Simulation of the contact pair “wheel-rail” of the experimental design of the flexible rail in the lightweight tracks of the uST string transport system." Modern Transportation Systems and Technologies 8, no. 4 (December 24, 2022): 107–25. http://dx.doi.org/10.17816/transsyst202284107-125.
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Rationale: Development of string rails with low weight per meter and high-performance characteristics that determine durability, wear resistance, reliable grip of vehicle wheels to the rail rolling surface is a vital task.
Objective: to investigate impact of the geometric parameters of the steel wheel and the flexible string rail with a polymer coating on the performance characteristics; to choose the most optimal parameters of the contact pair wheel-rail.
Methods: The calculation was made using the ANSYS finite element analysis software package.
Results: in order to reduce the level of contact pressures, it is more expedient to lower the load on the wheel or increase the width of the contact, rather than to increase the radius of the wheel; the most optimal is the contact pair, where the modulus of elasticity of the polymer rail head is equal to the modulus of elasticity of the wheel material, that is, materials similar in elasticity are used in the contact pair.
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Tong, Lifeng, Qingchuan Zou, Jinchuan Jie, Tingju Li, and Zhixin Wang. "Wear Behavior of Ductile Iron Wheel Material Used for Rail-Transit Vehicles under Dry Sliding Conditions." Materials 13, no. 12 (June 12, 2020): 2683. http://dx.doi.org/10.3390/ma13122683.
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A ductile iron wheel used for a rail-transit vehicle was treated with a recommended heat-treatment process. The ductile iron wheel after heat treatment was composed of graphite nodules and tempered sorbite with an area fraction of 98%. A friction test of the ductile iron and carbon steel wheel materials was systematically performed under different normal loads and sliding velocities. The results indicated that the wear mechanism of the ductile iron wheel changed from adhesion to abrasion with an increase in the normal load level. Adhesion was the main wear mechanism at different sliding velocities and normal load level. The impact of the normal load on the wear mechanism was greater than that of the sliding velocity. Since the ductile iron wheel material had excellent thermal property and higher carbon content, it exhibited a lower wear rate, a smaller difference value of the friction coefficient, and plastic deformation on the worn surface than those of the carbon steel wheel material. This indicates that ductile iron wheels may have a longer wear life, greater traction, and higher stability during operation than carbon steel wheels. The iron wheels have the potential for being applied in rail-transit vehicles.
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Mazov, Yuriy Nikolaevich, Aleksey Alekseevich Loktev, and Vyacheslav Petrovich Sychev. "Assessing the influence of wheel defects of a rolling stockon railway tracks." Vestnik MGSU, no. 5 (May 2015): 61–72. http://dx.doi.org/10.22227/1997-0935.2015.5.61-72.
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Transfer of the load from the wheels on the rail occurs at a very small area compared with the size of the wheels and rails. The materials near this site have a very large voltage. Determination of contact stresses is complicated by the fact that the magnitude of these stresses in the rails under actually revolving wheel load exceeds the yield and compressive strength of modern rail steel. We should note that the metal of the rail head, experiencing contact stresses, especially when the location of the pads is closer to the middle of the rail head, works in the conditions close to the compression conditions, and therefore can withstand higher voltage without plastic deformation than the standard compressible sample. But, as a rule, the observed hardening of the metal in the zone of contact stresses and lapping at the edges of the rail head indicates the presence of plastic deformation and, consequently, higher stresses in the wheel-rail contact zone than the yield strength of the metal rail even in the conditions of its operation in the rail head.The use of the design equations derived on the basis of the Hertz theory for metal behavior in elastic stage, is valid. The reason is that each individual dynamic application of wheel loads on the rail is very short, and the residual plastic deformation from the individual loads of the pair of wheels on the rail is actually small. This elastic-plastic deformation of the rail becomes visible as a result of gradual gaining of a missed tonnage of rails and wheels respectively. Irregularities on the running surface of the wheels are of two types. The most common are the so-called continuous bumps on the wheel, when due to the uneven wear of rail the original shape of the wheel across the tread surface distorts. But nowadays, more and more often there occur isolated smooth irregularities of the wheel pairs, due to the increased wear of the wheel because of the stopping and blocking of wheels of the vehicles - slides (potholes), etc.The motion of the wheels with irregularities on the surface of the rail leads to vertical oscillation of the wheel, resulting in the forces of inertia, which is an additional load on the rail. In case of movement of the wheel with isolated roughness on the tread surface of the slide there is a strike, having a very large additional impact on the rail. Such attacks can cause kinked rails, especially in the winter months when there is increased fragility of rail steel, because of lowered temperatures. This is an abnormal phenomenon and occurs relatively rarely, at a small number of isolated irregularities on a wheel of the rolling stock. As correlations connecting the contact force and local deformation in the interaction of the wheel-rail system, we use the quasi-static Hertz’s model, linear-elastic model and two elastoplastic contact models: Alexandrov-Kadomtsev and Kil’chevsky. According to the results of Loktev’s studies ratios of the contact Hertz’s theory are quite suitable for modeling the dynamic effects of wheel and rail for speeds up to 90 km/h for engineering calculations. Since the contact surface is homogeneous and isotropic, the friction forces in the contact zone are not taken into account, the size of the pad is small compared to the dimensions of the contacting bodies and characteristic radii of curvature of the undeformed surfaces, the contacting surfaces are smooth.When train is driving, the position of the wheelset in relation to the rails varies con- siderably, giving rise to different combinations of the contact areas of the wheel and rail. Even assuming constant axial load the normal voltage will vary considerably because of the differences in the radii of curvature of the contacting surfaces of these zones. Thus, the proposed method allows evaluating the influence of several types of wheel defects on the condition of the rail and the prospects of its use in the upper structure of a railway track on plots with different speed and traffic volumes. Also the results can be used to solve the inverse of the considered problems, for example, when designing high-speed highways, when setting the vehicle speed and axle load, and the solution results are the parameters of the defects, both wheelsets and the rails, in case of which higher require- ments for the safe operation of railways are observed.
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Fries, R. H., and C. G. Da´vila. "Wheel Wear Predictions for Tangent Track Running." Journal of Dynamic Systems, Measurement, and Control 109, no. 4 (December 1, 1987): 397–403. http://dx.doi.org/10.1115/1.3143873.
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Wear of wheels and rails is a problem of substantial magnitude for railways throughout the world. Efforts to control wear by using new wheels profiled to match worn wheels have met with a measure of success. Purely empirical approaches to this problem require years of effort before results can be assessed. This paper describes a computational method for predicting worn profiles. The method is applied here to freight cars running on tangent track, and it includes the capability to handle both stable and hunting running. The method has been evaluated with four different wear models, and it was found that the predicted worn wheel profiles are relatively insensitive to the selection of wear model. Results include predictions from AAR and CNA wheels running on new rail, and from a simulated unit-train operation.
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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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Kuzyshyn, A. "INVESTIGATION THE INFLUENCE DIFFERENCE OF THE WAGON’S WHEELS DIAMETERS ON ITS DERAILMENT BY QUASI-DYNAMICS METHOD." Criminalistics and Forensics, no. 64 (May 7, 2019): 608–14. http://dx.doi.org/10.33994/kndise.2019.64.57.
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In the article the author notes that the horizontal forces arising in the process of pressing the wheel flanges to the working edge of the rail, under certain conditions can be very significant. These forces, in combination with the wheel unloading, caused by the geometric deviation of the track in the plan and profile, can lead to rolling the wheel of the wheelset onto the rail head and, as a consequence, to the stock derailment. Such pressing of the wheel to the rail head in the straight part of the track can occur when faults in the running gears of the wagons: non-parallelism of the axles of the wheel pairs of the bogie frame by the difference in the bases of the side frames, wear of the guide axle-box openings; the difference of the flanges on one wheel pair is more than permissible, wear of the body and bogie bolster center plates, step bearing; a significant difference in the diameters of the wheels of the wheelset caused by the intense wear of the rolling surface of one of them, etc. The article deals with the investigation of the influence of the wheels’ diameters difference of the wheelset on the amount of lateral force for the empty and loaded state of the rolling stock wagon. The results obtained made it possible to conclude that an increase in the wheels’ diameters difference of the wheelset of a loaded wagon of rolling stock leads to more intensive growth of the lateral force, as compared with the exhaust. This is caused by the linear dependence of the lateral force on the mass of the wagon of the rolling stock. However, for both the empty and the loaded wagon, the increase in the lateral force value has a negative effect. In conjunction with the unloading of the wheel it increases the probability of rolling in the wheel of the wheelset on the rail head. Also, an increase in the action of the lateral force from the wheelset on the rail, causes increased wear of the rail, the wheel flange, which is pressed. At the same time, rolling surfaces of an irregular shape are formed on the surface of the other wheel. Therefore, it is important to ensure the maintenance of the wheels of a wheel pair with the smallest difference in its diameters. Key words: rolling stock, diameter difference of wheels, quasi-dynamics method.
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Wang, Xue Ping, He Ma, and Jun Zhang. "A prediction method for wheel tread wear." Industrial Lubrication and Tribology 71, no. 6 (August 12, 2019): 819–25. http://dx.doi.org/10.1108/ilt-10-2018-0397.
Full textAbstract:
Purpose The increasing demands of high-speed railway transportation aggravate the wheel and rail surface wear. It is of great significance to repair the worn wheel timely by predicting the wheel and rail surface wear, which will improve both the service life of the wheel and rail and the safe operation of the train. The purpose of this study is to propose a new prediction method of wheel tread wear, which can provide some reference for selecting proper re-profiling period of wheel. Design/methodology/approach The standard and worn wheel profiles were first matched with the standard 60N rail profile, and then the wheel/rail finite element models (FEMs) were established for elastic-plastic contact calculation. A calculation method of the friction work was proposed based on contact analysis. Afterwards, a simplified method for calculating wheel tread wear was presented and the wear with different running mileages was predicted. Findings The wheel tread wear increased the relative displacement and friction of contact spots. There was obvious fluctuation in the wheel tread friction work curve of the worn model. The wear patterns predicted in the present study were in accordance with the actual situation, especially in the worn model. Originality/value In summary, the simplified method based on FEM presented in this paper could effectively calculate wheel tread wear and predict the wear patterns. It would provide valuable clews for the wheel repair work.
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Liu, Peijie, Yanming Quan, Junjie Wan, and Lang Yu. "Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition." Metals 10, no. 4 (April 3, 2020): 472. http://dx.doi.org/10.3390/met10040472.
Full textAbstract:
To guarantee the smooth operation of trains, rail grinding and wheel turning are necessary practices to remove surface defects. Surface integrity of machined wheel/rail materials is significant to affect their tribological performance. In this paper, firstly, the wheel specimens were turned by a CNC lathe and the rail specimens were ground by a cylindrical grinding machine with various machining parameters. Then, the wear and damage behavior of the machined wheel/rail discs was systematically investigated via a twin-disc wear testing apparatus under dry rolling-sliding condition. The experimental results show that the surface hardness of rail discs after machining is slightly higher than that of wheel discs, while the surface roughness and plastic deformation layer of wheel discs are much larger than those of rail discs. The surface hardness increase degree of rail discs and their thickness of plastic deformation layer are greater than those of wheel discs after the rolling-sliding test. The wear loss of wheel discs is much larger than that of rail discs. Surface roughness, hardness and plastic deformation layer of wheel/rail discs after machining exert a comprehensive effect on the wear behavior, and friction pair with appropriate original surface hardness and roughness generates the smallest amount of wear loss.