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1
Lovska, A., and V. Ravlyuk. "IDENTIFICATION OF THE CAUSES OF SURFACE DEFECTS OF WHEELS OF CARS EQUIPPED WITH COMPOSITE PADS." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies" 1, no. 40 (December 28, 2022): 102–20. http://dx.doi.org/10.32703/2617-9040-2022-40-9.
Повний текст джерелаАнотація:
The paper presents the results of the analysis of surface defects and faults of freight car wheels caused by frictional interaction with composite brake pads. It is established that the main influence on the thermomechanical behavior of freight car wheels is caused by thermal loads that occur during braking. In cases of thermal overloads, which arise mainly as a result of prolonged braking, the generation of stresses and deformations occurs, the consequences of which are the appearance of high-temperature local defects on the rolling surface of freight car wheels. These defects negatively affect the safety of trains and significantly increase the operating costs of railway transport. To determine the thermal stress state of the freight car wheel during braking, its calculation was carried out. As a calculation method, the finite element method was used, which is implemented in the SolidWorks Simulation software package. The temperature effect on the wheel during braking is determined to be permissible from the point of view of ensuring the strength of the wheel. The conducted research will contribute to the creation of recommendations for managing the temperature effect on the wheel, as well as improving the safety of trains and significantly reducing operating costs in railway transport.
2
GAYIPOV, Aziz B., Ekaterina A. NARKIZOVA, and Tatiana M. BELGORODTSEVA. "Development of a refined methodology for calculating the balance of wheelsets and assessment of the need for wheels and axles for the wagon fleet of the Republic of Uzbekistan." Proceedings of Petersburg Transport University 18, no. 3 (September 30, 2021): 319–34. http://dx.doi.org/10.20295/1815-588x-2021-3-319-334.
Повний текст джерелаАнотація:
Objective: To develop a refined methodology for calculating the balance of wheelsets for a freight car fleet, apply it to determine the need for wheels and car axles for the freight car fleet in the Republic of Uzbekistan. Methods: Methods of combinatorial and statistical analyzes of the initial data were employed. Results: Methods for calculating the need for wheels and car axles are proposed, which makes it possible to determine the number of required wheel disks and finished axles for freight cars, depending on the forecast of the volume of freight turnover per year. Practical importance: The presented method for calculating the need for wheelsets can be used for a general analysis and assessment of the state of the production base in terms of shortcomings or excess of wheel disks and finished axles.
3
Rozhkova, Elena. "EFFICIENCY ASSESSMENT OF BRAKING EQUIPMENT OPERATION IN INNOVATION FREIGHT CARS." Bulletin of Bryansk state technical university 2021, no. 3 (March 9, 2021): 46–53. http://dx.doi.org/10.30987/1999-8775-2021-3-46-53.
Повний текст джерелаАнотація:
The object of researches is brake systems of innovation freight cars. The work purpose consists in the assessment of braking system effectiveness in innovation freight cars and in standard ones at different operation modes.
The scientific novelty consists in the definition of the dependence of a slide block depth on the length of wheel pair skidding motion and braking distance dependence upon car speed. During the work there was carried out a retrospective analysis of cases with traffic safety violation connected with the formation of excessive sliders in freight cars in organized trains because of the violation of braking equipment normal operation. By means of the least-squares method there was obtained a linear equation defining the dependence of slider depth upon the skidding length of a wheel pair. As a result of the work there were defined parameters of defect formation on freight car wheels at their skidding, the calculations of braking system efficiency in different freight cars were carried out.
In the course of the analysis of freight car braking efficiency there are obtained equations of braking length in the accepted range of speeds at the beginning of braking for empty and loaded states. Minimum values of the design factor of braking block pressing in translation to a train length of 200 shafts in the empty state were 0.2256 for a speed of 40km/h, in the loaded one – 0.1781 for a speed of 120 km/h at the standard values 0.22 and 0.14 respectively. By means of calculations and experiments it is proved that composite braking block pressing force on a shaft exceeds 4tf/shaft, and that of cast-iron – 10tf. Accordingly, a car with the shaft load of 25 tf/shaft and accepted parameters of a braking system may be operated up to the speeds of 120 km/h inclusive without limitations.
4
Smolyaninov, Alexander V., Vitaly F. Karmatsky, and Denis V. Volkov. "Regarding the life cycle of a freight railcar wheelset." Innotrans, no. 2 (2022): 35–41. http://dx.doi.org/10.20291/2311-164x-2022-2-35-41.
Повний текст джерелаАнотація:
The article notes that the main share of the costs for maintaining a fleet of freight cars falls on their current, depot and overhaul repairs. The cost of car repairing is significantly affected by the increase in prices for wheels, new and overhauled wheelsets. The paper explores ways to reduce these costs by increasing the life cycle of the wheelset and extending its service life. The proposals of a number of authors are analyzed to increase the hardness on the surface of the rolling wheel, to reduce the wear of the wheel crest, to make changes to the repair documentation, to introduce new IT services into the car repair production. Issues of the use of blockchain technology for management of the life cycle of wheelsets are considered. Proposals are given for participation of the university scientific community in solving the identified problematic issues.
5
Kumar, S., and S. P. Singh. "Heavy Axle Load Wheel-Rail Contact Stresses and Their Tread-Crown Curvature Relationships." Journal of Engineering for Industry 111, no. 4 (November 1, 1989): 382–87. http://dx.doi.org/10.1115/1.3188776.
Повний текст джерелаАнотація:
This paper presents a theoretical/design analysis of wheel-rail contact stresses and geometries for U.S. freight cars of 70, 95, 100, and 125 ton freight capacities operating on various crown rails. After discussing various types of rail stresses, it is pointed out that the contact stresses are the major factor and the only parameter that enables a designer to improve or optimize the rail life and performance. In order to determine the most suitable diameters for the heavier cars, an engineering lower bound analysis of the contact has been completed. It uses in a two-dimensional Hertzian analysis, the field information of well worn-out wheel and rail contacts which are almost rectangular and of 1 in. width. The lower engineering bound values of maximum normal contact stresses for the 100 and 125 ton cars using wheels of diameters from 33 to 42 in. are given. This stress for the current 100 ton car with 36 in. diameter wheels is 98.35 ksi. To approach this value for the 125 ton car it is necessary to use 42 in. diameter wheels which is strongly recommended for the U.S. railroads. A Hertz theory based analysis of the contact stresses with varying wheel diameter, tread profile radius and rail crown radius for the 70, 95, 100, and 125 ton cars has been presented. Using the field information that the difference in radii of curvature of worn wheel and rail is approximately 5 in., choice of radii of rail and wheel profile curvatures is made so that the design radii difference is always 5 in. or more. Wheel diameter and wheel profile radius ranges used for this analysis were 33 to 44 in. and 15 to 35 in., respectively. The rail crown radius range was 10 to 30 in. It was concluded that a rail crown radius of 15 to 20 in. and wheel tread profile radius of 22 to 30 in. are good initial ranges for further analysis of design.
6
Saidova, A. V., V. I. Fedorova, Yu B. Zhitkov, I. V. Fedorov, and A. N. Grishaev. "Assessment of the wear of wheels of freight cars under the existing standards for releasing three-piece bogies with an axle load of 23,5 tf from repair." PROCEEDINGS OF PETERSBURG TRANSPORT UNIVERSITY 18, no. 1 (March 31, 2021): 52–61. http://dx.doi.org/10.20295/1815-588x-2021-1-52-61.
Повний текст джерелаАнотація:
Objective: To assess the effect of the dimensions and tolerances of three-piece bogies of freight cars with a maximum static axle load of 23,5 tf when they are released from scheduled repair on the wheel flange wear in operation. Methods: For this purpose, drawing on a review and analysis of the literature in the field of wheel-rail system wear and the current requirements of guidelines for the repair of freight cars and their parts, design cases were formed to simulate a railway crew movement along a track of various designs with operating speeds, and the processes of wheel flange wear were studied using simulation computer modeling in the environment of the “Universal Mechanism” software package. Results: The parameters of freight car bogies which have the greatest impact on wheel wear have been determined. The quantitative values of the indicators of wheel wear for various cases of crew movement have been determined. The ways of reducing the wear of car wheels in operation by changing the dimensions and tolerances of bogies when they are released from scheduled types of repair are shown. Practical importance: The obtained results of the work commissioned by JSC “First Freight Company”are currently used to formulate requirements for the dimensions and tolerances of bogies when they are released from repair in order to establish the optimal parameters that would help to reduce the wheel flange wear in operation. In addition, they can be used in the developing new designs of freight car bogies.
7
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.
Повний текст джерелаАнотація:
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.
8
Safronov, Oleksandr, Yurii Vodiannikov, and Olena Makeieva. "DETERMINATION OF FREIGHT WAGON PARAMETERS ACCORDING TO THE SPECIFIED CRITERIA OF THE TRAIN BRAKING EFFICIENCY (four-axle gondola cars, covered cars, platforms, dump cars)." Railbound Rolling Stock, no. 23 (December 16, 2021): 101–10. http://dx.doi.org/10.47675/2304-6309-2021-23-101-110.
Повний текст джерелаАнотація:
The lack of normative values of the actual coefficients in the new rules of HOST 34434-2018 do not allow to implement and determine the optimal characte-ristics of the brake according to pre-accepted conditions of braking efficiency (braking distance), which causes uncertainty in solving this problem. The uncertainty is that the choice of characteristics of the braking system of the freight wagon has to be done by searching a large number of options. In this regard, the paper provides tools for determining the actual pressing force of the brake pads on the wheels, which complies with the specified braking performance of the freight train. As a tool, universal formulas are used in the form of a power relationship between the actual force of the brake pads and the braking distance of the freight train. The coefficients of universal formulas are obtained on the basis of computer modeling. Numerous examples show that the error in the use of universal formulas in calculation studies does not exceed 1% compared with the calculation method according to HOST 34434-2018. The values of the actual coefficients depending on the axial load of the wagon and the speed at which the braking distances of the freight train satisfy the normative minimum allowable values are given. It is shown that calculation studies performed according to the universal formulas in the EXCEL environment allows to fully automating the computational process. A method for determining the gear ratio of the brake lever of a freight wagon, according to which the specified braking efficiency is performed, is proposed. The proposed procedure allows you to perform a variety of studies to select the optimal parameters of the braking system of freight wagons that meet the specified requirements of braking efficiency, and greatly facilitates the calculation studies. Key words: аctual coefficient, braking distance, speed, axial load, power dependence, coefficients, gear ratio.
9
Tankeev, S. V., A. E. Kolodin, V. B. Sverdlov, A. V. Nazarov, and M. A. Konev. "Investigation of the causes of damage to freight cars during disbanding on non-mechanized sorting slides and development of measures to prevent them." Herald of the Ural State University of Railway Transport, no. 2 (2021): 4–13. http://dx.doi.org/10.20291/2079-0392-2021-2-4-13.
Повний текст джерелаАнотація:
The damage assessment of freight cars during shunting and loading and unloading operations was made. The need to review the normative documents regulating the relationship between the owners of rolling stock, owners of non-public tracks and the carrier is noted. The reasons for formation of damage on the wheel pairs of freight cars when disbanding on low-power sorting slides are considered. The conditions for ensuring the deceleration of detachments on non-mechanized sorting slides without damaging the wheels are determined. The analysis of methods for ensuring braking on low-power slides is carried out. A method was chosen to ensure the wheel set rotation by introducing a third body between the rubbing surfaces during the braking of cars, which will take over a part of the resulting heat flow, reducing the temperature and increasing the coefficient of friction in the «wheel-rail» contact zone. A method is proposed to provide braking on the non-mechanized sorting slide during shoe braking by applying a friction compound to a non-working rail. Laboratory tests were carried out, which showed that the introduction of a friction additive can achieve the necessary coefficient of friction to comply with the standard parameters of deceleration of the car in the braking zone.
10
Zub, I., and S. Sapronova. "NFLUENCE OF DEVIATIONS IN THE POSITION OF WHEEL PAIRS IN A FREIGHT-CAR ON THE GUIDING FORCES." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies" 1, no. 40 (December 28, 2022): 67–77. http://dx.doi.org/10.32703/2617-9040-2022-40-6.
Повний текст джерелаАнотація:
The article puts forward a hypothesis according to which the violation of the nominal setting of wheel pairs in railway rolling stock carts is the main reason for the increase in guiding forces in the wheel flange contacts of the wheels of freight cars with the rails. Increased loads in wheel flange contacts are the cause of a number of other negative phenomena: increased intensity of wear (undercutting) of wheel flange, increased wear of the side surfaces of rail heads, decrease in the coefficient of stability of wagons from derailment, etc. To test this hypothesis, a study was conducted to obtain dependencies, first of all, these are the characteristics of the influence of geometric deviations of the position of the wheel pairs in the cart on the level of guiding forces in the contacts of the wheels with the rails and the wear of the wheel flanges. The relevance of this study is confirmed by data on the catastrophic wear of rails and solid-rolled wheels of wagons. An analysis of statistical data oblique setting of wheel pairs in carts in plan due to running-in of side frames was made, which shows that in 80% of wagons these angles can be up to 0,015 rad (0,85 degrees). The formula for the critical derailment ratio of the frame force to the vertical load on the wheel has been clarified, in contrast to Nadal's formula, which additionally takes into account the deflection forces in the contact of the overlapping wheel.
11
Ushkalov, V. F., T. F. Mokrii, I. Yu Malysheva, and N. V. Bezrukavyi. "Analysis of the effect of wheel–rail pair contact surface wear on the oscillations of a freight car with an increased axle load." Technical mechanics 2020, no. 4 (December 10, 2020): 117–25. http://dx.doi.org/10.15407/itm2020.04.117.
Повний текст джерелаАнотація:
At present, nearly all countries of the world develop and implement measures aimed to increase the competitiveness and efficiency of their railways. One of the priority lines is to increase the carrying capacity of freight trains. In Ukraine, 18-9817 trucks of axle load 25 tf were developed and adopted as basic ones for new-generation freight cars, and the ITM-73-03 wear-resistant wheel profile of flange thickness 32 mm was developed for them too. The aim of this paper is to study the effect of in-service variation in the wheel and rail profile shape on the spatial oscillations of a freight car with 18-9817 trucks and the ITM-73-03 wheel profile. The paper estimates the effect of in-service variation in the wheel and rail profile shape on the dynamic stability and ride performance of the car under consideration. The wear of wheels with the new profile is predicted by solving the geometrical problem of wheel–rail interaction with account for the mutual horizontal lateral displacements of the wheel and the rail, the wheelset angle of attack and angle of roll, the nonlinearity of the contacting surfaces, and the possibility of their conformal contact. The results of calculation of the spatial oscillations of the car in tangents and curves are presented. It is shown that wear-caused variation in the wheel and rail profile shape has little effect of the dynamic performance of a new-generation freight car with 18-9817 trucks with an increased axle load and the ITM-73-03 wear-resistant wheel profile, its dynamic stability and ride performance remaining at a high level. The use of the above car on the Ukrainian railways fully meets the objectives of home rolling stock renewal: vehicle ride performance improvement, running gear life extension, and vehicle and track wear reduction
12
Shi, Hongmei, Jinsong Yang, and Jin Si. "Centralized Maintenance Time Prediction Algorithm for Freight Train Wheels Based on Remaining Useful Life Prediction." Mathematical Problems in Engineering 2020 (March 11, 2020): 1–12. http://dx.doi.org/10.1155/2020/9256312.
Повний текст джерелаАнотація:
Many freight trains for special lines have in common the characteristics of a fixed group. Centralized Condition-Based Maintenance (CCBM) of key components, on the same freight train, can reduce maintenance costs and enhance transportation efficiency. To this end, an optimization algorithm based on the nonlinear Wiener process is proposed, for the prediction of the train wheels Remaining Useful Life (RUL) and the centralized maintenance timing. First, Hodrick–Prescott (HP) filtering algorithm is employed to process the raw monitoring data of wheel tread wear, extracting its trend components. Then, a nonlinear Wiener process model is constructed. Model parameters are calculated with a maximum likelihood estimation and the general deterioration parameters of wheel tread wear are obtained. Then, the updating algorithm for the drift coefficient is deduced using Bayesian formula. The online updating of the model is realized, based on individual wheel monitoring data, while a probability density function of individual wheel RUL is obtained. A prediction method of RUL for centralized maintenance is proposed, based on two set thresholds: “maintenance limit” and “the ratio of limit-arriving.” Meanwhile, a CCBM timing prediction algorithm is proposed, based on the expectation distribution of individual wheel RUL. Finally, the model is validated using a 500-day online monitoring data on a fixed group, consisting of 54 freight train cars. The validation result shows that the model can predict the wheels RUL of the train for CCBM. The proposed method can be used to predict the maintenance timing when there is a large number of components under the same working conditions and following the same path of degradation.
13
Safronov, O. M., Y. Y. Vodiannikov, and O. G. Makeieva. "SOFTWARE APPLICATION FOR DETERMINATION OF BRAKE EFFICIENCY OF FREIGHT TRAINS ACCORDING TO THE RULES OF GOST 34434-2018." Railbound Rolling Stock, no. 21 (December 24, 2020): 107–19. http://dx.doi.org/10.47675/2304-6309-2020-21-107-119.
Повний текст джерелаАнотація:
Calculation algorithm for braking distances of a freight train and recalculation on cast iron brake shoes in accordance with new rules of GOST 34434-2018 "BRAKE SYSTEMS OF FREIGHT CARS. Technical requirements and calculation rules " is given. According to the above mentioned algorithms, a program was drawn up in the Excel environment, intended to complete automation of the process of computational research to determine the braking efficiency of a freight train. The program is universal, as it allows studying brake systems of different design: with one and two brake cylinders; with one-sided and two-sided application of brake shoes on wheels; with disc brake. Examples of calculation studies of the braking efficiency of the open-top car with an axial load of 25 tons are shown.
14
Vyplaven, V. S., A. O. Kolomeec, and A. A. Popkov. "METHODS FOR FREIGHT CARS WHEELS ROLLING SURFACE DEFECTS DETECTING IN MOTION BY USING TENSOMETRY." Fundamental and Applied Transport Issues, no. 1 (2021): 5–10. http://dx.doi.org/10.52170/2712-9195/2021_2_5.
Повний текст джерела
15
Orlova, A. M., R. A. Savushkin, and V. I. Fedorova. "Development of an improved wheel profile for a freight car. Theoretical justification." Vestnik of the Railway Research Institute 77, no. 5 (November 13, 2018): 269–79. http://dx.doi.org/10.21780/2223-9731-2018-77-5-269-279.
Повний текст джерелаАнотація:
With the increasing loads on the axle and speeds, the increase in wear resistance and resistance to contact fatigue of the wheels is of particular importance. In part, this result was achieved using a standard profile according to GOST 10791–2011 with the use of more efficient spring suspension. A further reduction in the wear rate of both the rolling surface and the flange can be achieved by developing a new wheel profile.The authors have developed a technique that allows, based on theoretical calculations and experimental observations, to make the choice of the shape of the wheel profile, consistent with the profiles of the rails. The results of measurements of the wheels of cars of the model 12-9853 installed on bogies 18-9855 were used as the initial data, which were under controlled operation. The profile development consisted of four main stages: the choice of baseline data, the choice of the curvature of the rolling surface, the choice of the curvature of the transition section to the throttle, and the choice of the flange thickness and radius of the throttle in the transition zone to the rolling surface.The technique was used to develop a new wheel profile that differs from the profile according to GOST 10791–2011 in that the rolling surface is made with three conjugate radii, respectively from the wheel to the flange: 500, 325 and 87.5 mm. The flange throttle radius of the developed profile is 17 mm, the angle of inclination of the flange to the horizontal is 68°, and the thickness of the flange is 32.5 mm. A part of the wheel surface from the wheel to the outer part of the rim fully complies with GOST 10791–2011. Calculations showed that the contact zone of the wheel with the VNITsTT profile relative to the rail is shifted from the center to the flange and the contact area is larger. It was found that for the VNITsTT wheel profile the ratio of the semi-axes of the ellipse of contact spots is lower than for the profile according to GOST 10791–2011.
16
Otoka, A. G., D. V. Budnik, and A. M. Liakh. "Experience of operation of the UDP-2001SM railway wheelset bearing vibration diagnostics installation and the OMSD-02 mechanism diagnostics system." Dependability 22, no. 4 (November 21, 2022): 8–15. http://dx.doi.org/10.21683/1729-2646-2022-22-4-8-15.
Повний текст джерелаАнотація:
The Aim of the paper is to compare the UDP-2001SM installation for vibration diagnostics of bearings of freight, refrigerator and passenger car wheels and the OMSD-02 mechanism diagnostics system that since recently has been used in the Belarusian Railway.Methods. By way of analysis of the UDP-2001SM vibration diagnostics installation and the OMSD-02 mechanism diagnostics system, the authors considered the list of identifiable defects, method for defining threshold values (reference levels) of vibroacoustic pulses and noises for the criteria of “faulty” and “good”, statistical data for rejected axleboxes of freight and passenger car wheelsets in respect to the overall number of conducted measurements, the experience of operation in various car shops of the Belarusian Railway. Results. The paper describes the process of vibration diagnostics of wheelset bearings of freight and passenger cars using the case of stationary acquisition of vibroacoustic signals from acoustic plates that interact with the diagnosed axlebox. The authors present the diagrams of the UDP-2001SM installation and OMSD-02 system, as well as the defects of bearings that are to be identified using the above diagnostics equipment. Conclusion. The paper showed the advantages and disadvantages of the above diagnostics systems based on the experience of their application in a number of car shops of the Belarusian Railway.
17
Fomin, O., S. Kara, P. Prokopenko, M. Gorbunov, and V. Fomin. "EVALUATION OF DYNAMIC QUALITIES OF MOVEMENT OF RE-EQUIPPED HOPPER CARS OF PILS OF LONG-TERM OPERATION." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 36 (December 30, 2020): 33–42. http://dx.doi.org/10.32703/2617-9040-2020-36-4.
Повний текст джерелаАнотація:
As part of the work, a theoretical and experimental study (based on running dynamic tests) of the running qualities of empty hopper cars, converted from cement trucks and mineral trucks, was conducted. Computer simulation of the dynamics of empty hopper wagons converted from cement and mineral wagons depending on the condition of the track, the technical condition of the wagons and the weight of the container, the repeated presence of maximum vertical deviations and horizontal deviations of the track. A significant disadvantage of the railway transport of Ukraine is the limitation of the speed of trains with individual freight cars in an empty state, which are equipped with carts model 18-100. Among the reasons for the descent of the wheels of cars from the rails are: malfunctions of the running gear of the cars (fracture of the side frames and spring beams of the carts, malfunctions of the roller bearings of the axle box), wear of friction damper elements, unacceptable deviations and upgrades. As part of the work, a theoretical and experimental study (based on running dynamic tests) of the running qualities of empty hopper cars, converted from cement trucks and mineral trucks, was conducted. Computer modeling of the dynamics of empty hopper wagons, converted from cement and mineral wagons depending on the condition of the track, the technical condition of the wagons and the weight of the container and studies of the dependence of the wheel stability on the east.
18
Tarmaev, A. A., G. I. Petrov, and V. N. Filippov. "Analysis of freight cars wheels wear based on mathematical modeling of the dynamics of their movement." Journal of Physics: Conference Series 1172 (March 2019): 012087. http://dx.doi.org/10.1088/1742-6596/1172/1/012087.
Повний текст джерела
19
Orlova, A. M., Yu V. Savushkina, and V. I. Fedorova. "Modelling car motion and the calculation of the wear of wheels with the VNITsTT rolling surface profile." Vestnik of the Railway Research Institute 78, no. 1 (May 13, 2019): 41–47. http://dx.doi.org/10.21780/2223-9731-2019-78-1-41-47.
Повний текст джерелаАнотація:
The wear problem of wheels along rolling surface or thin flange is currently involved a large circle of specialists. There are opinions that it is necessary to establish new limit values for wheel wear in operation, put into practice the re-profiling (profile grin ding) of rails, install a larger number of floor-mounted lubricators in places of increased rail wear intensity, but one of the priority direction in this area is the development of a new surface rolling wheel profile for freight cars, the use of which will help to increase the turnaround time and increase the service life of the wheels in operation. Geometry of the rolling surface profile of the wheel should allow to provide a contact form between the wheel and the rail conformal or close to conformal. This solution has already found its application and achieved desired results on foreign railways (North America, South Africa, China, etc.). Authors developed a technique for designing a new wheel profile, which was used to build a profile of the rolling surface made by the Russian Research Center for Transport Technologies (LLC “VNITsTT”). As part of the study, calculations were carried out using the method of mathematical modeling of a freight car motion in the MEDYNA software package and performance indicators were evaluated on the VNITsTT rolling surface profile in comparison with the profile made according to GOST 10791 – 2011, and the wheel wear rate produced on the section of the track close to the average network operating conditions. Additionally, critical speed of the sinuous motion of the car was evaluated, which showed that despite the increased equivalent taper, the critical speed remained almost unchanged (an increase of 6 %). Theoretical calculation of the wheel resource based on the results of mathematical modeling has been made. According to the calculations, it was determined that the resource of the flange before turning for the RDCTT profile is 409.3 thousand km, and for the rolling surface — 663.3 thousand km, for the profile made according to GOST 10791 – 2011, the resource for the flange was 285.6 thousand km, and for the rolling surface 401.2 thousand km. Thus, the use of the VNITsTT profile is more effective than the profile made according to GOST 10791 – 2011 by 30.2 % for the flange and 39.5 % for the rolling surface. The developed VNITsTT profile, in comparison with the profile made by GOST 10791 – 2011, according to the results of calculations, confirmed the provision of standard indicators of the dynamic qualities of a freight car.
20
Safronov, Oleksandr, and Yurii Vodiannikov. "ASPECTS OF BRAKING EFFICIENCY CRITERIA FOR FREIGHT WAGONS UNDER THE LATEST RULES OF HOST 34434-18." Railbound Rolling Stock, no. 23 (December 16, 2021): 22–30. http://dx.doi.org/10.47675/2304-6309-2021-23-22-30.
Повний текст джерелаАнотація:
The paper deals with the analysis of the braking efficiency criteria for freight trains formed with wagons that have increased axle load up to 294.3 kN (30 ts) when moving at speeds up to 120 km/h inclusive. Increasing the efficiency of freight trains by increasing the technical and economic performance of cars by increasing the axial load to 294.3 kN (30 ts) and train speeds up to 160 km/h led to the development of technical requirements and rules for braking systems set out in HOST 34434-18. According to the new rules and requirements, the following are accepted as criteria for the braking efficiency of freight wagons, that is, up to the maximum values of the braking distances of the freight train on the site in the specified intervals of speeds of axial loads; calculated coefficients of force of pressing of composite blocks on wheels at braking; the pressing force of the composite pads on the axis in terms of cast iron pads. The calculation of the maximum allowable value of the braking distance of the freight train is performed based on the actual pressing forces and the actual friction coefficients. The paper shows that the specific braking forces obtained using the actual pressing forces exceed the calculated specific braking forces using the calculated coefficients. Based on the above-mentioned, it is concluded that the braking efficiency criteria with reference to the maximum allowable values of the braking distances and the calculated coefficients of the pressing force have a significant discrepancy between each other. It is proposed to use the actual pressure force coefficients instead of the calculated coefficients to assess the braking efficiency of the freight train. The paper presents the permissible values of the actual force values of pressing the pads on the wheels for wagons with axial load (230.5 - 294.3) kN at speeds up to 120 km/h inclusive, for which the braking distance criterion of the freight train is observed. Key words: criterion, braking efficiency, freight train, axial load, braking distance, specific braking force, calculated coefficients, actual coefficient.
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Elyazov, İsrail, Vasyl Ravlyuk, Andriy Rybin, and Vitalii Hrebeniuk. "Determination of forces in the elements of the brake rigging of bogies of freight cars." E3S Web of Conferences 166 (2020): 07004. http://dx.doi.org/10.1051/e3sconf/202016607004.
Повний текст джерелаАнотація:
The article presents the results of studies the purpose of which was solving the problem of deceleration of abnormal wear of brake pads in freight cars of Ukrzaliznytsia JSC. In the studies, the design schemes of brake rigging during braking were considered theoretically. Particular attention was paid to the determination of force loads acting in the rods of the rigging and the contact area of the brake pads with the rolling surfaces of the wheels during braking. Design analysis was performed to determine rational solutions from the point of view of determined force load of the rigging elements of the bogies during braking, in particular, taking into account the action of harmful torque caused by the movement of the bogie on inequalities “track joints”. Based on the conducted studies, it was decided to create a 2D generalized model diagram to determine reliable information on the operation of triangle brake rigging.
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Макарова, Taisiya Makarova, Мелешко, Nataliya Meleshko, Жаринов, and Sergey Zharinov. "Ultrasonic Testing of Railway Transport Units with Phased Array Flaw Detectors." NDT World 18, no. 3 (September 1, 2015): 72–76. http://dx.doi.org/10.12737/12576.
Повний текст джерелаАнотація:
The article describes possibilities of phased array flaw detectors application for testing of railway transport units, such as wheel set axles, all-rolled wheels, solebars of freight cars. The task was to reproduce the standard testing procedures using phased array flaw detectors and demonstrate their advantages in visibility, efficiency, repeatability, results validity. Unfortunately, one of the main advantages of phased array flaw detectors, namely – a possibility to control the focusing depth – are lost while testing of large scale objects.
Sector scanning technique with the phased array flaw detectors OmniScan and Isonic 2010 in the minimum configuration was used for the research. In the all cases acoustical images of the following reflectors were obtained within the range of selected angles: saw-cuts in axles, spot-drillings and saw-cuts in wheels, side drilled holes and natural defects in solebars.
The Multi Group software (Isonic 2000) at testing of wheel set axles has enabled the testing schemes to be realized with one prism and one phased array instead of several classical piezoelectric transducers.
Circumferential testing of all-rolled wheels from internal lateral surface under the roll surface level has allowed transverse cracks and flange embedded defects to be detected.
Solebar testing has been more complicated because of a form and irregularity of scanning surface, necessity of its cleaning and a complex profile of back surface. Nevertheless the usage of phased array flaw detectors has made it possible to identify the back surface profile.
Application of phased arrays substantially increases testing efficiency and improves visibility of obtained results.
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SHIMANOVSKY, Alexandr O., Marina G. KUZNIATSOVA, and Volha U. DZEMYANCHUK. "COMPUTER MODELING OF INTERACTION DYNAMICS OF THE RAILWAY CAR WHEELSET WITH BRAKING SHOES." Mechanics of Machines, Mechanisms and Materials 4, no. 57 (December 2021): 48–55. http://dx.doi.org/10.46864/1995-0470-2021-4-57-48-55.
Повний текст джерелаАнотація:
The paper considers the problem of keeping cars from rolling away on station railway tracks with a permissible slope of 0–2.5 ‰. The study presents the computer simulation results for the dynamic interaction of wheels with brake shoes installed on rails in the process of stopping a freight train car using standard brake shoes in the MSC.ADAMS engineering software package. In this case, various properties of the rail surface were taken into account, simulating favorable and unfavorable conditions for contact between the wheel, brake shoe and rail at braking due to both weather conditions and the peculiarities of station tracks location and operation. The interaction of the car wheels with the maximum axle load and the station brake shoes installed on the rails was studied at different initial velocities of the vehicle movement, as well as when it is at rest on tracks with the permissible slope under the conditions of ensuring the minimum friction between the wheel and the rail, as well as the interaction of rail and shoe was analyzed, which corresponds to the presence of the train on oily rails. It is demonstrated that it is not always possible for one brake shoe put on the oily rail to hold the train moving with the initial velocity more than 0.5 m/sec. Under other conditions of the wheel-brake shoe collision, the problem of keeping the train on the rails is also possible, due to such random factors as lateral wind load, rail icing, wear and deformation of the wheel surface and brake shoe, which reduce the dynamic friction coefficient between the contacting surfaces.
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Gaivoronoskii, A. V., and N. V. Pavlova. "Study of effect of wheel steel microalloying by calcium and barium on nonmetallic inclusions modification." Ferrous Metallurgy. Bulletin of Scientific , Technical and Economic Information 76, no. 6 (July 21, 2020): 564–72. http://dx.doi.org/10.32339/0135-5910-2020-6-564-572.
Повний текст джерелаАнотація:
The increase in freight cars axis loads, dynamic loads and heat impact on the wheels, change of other factors, stipulated by railway transport traffic intensification lead to considerable decrease of service life of solid-rolled wheels. To increase the service life of them, provision of the transport metal purity in non-deformed oxide nonmetallic inclusions with high content of Al2O3, decrease of general steel pollution by nonmetallic inclusions by micro-alloying and modification is an actual task. The purpose of the study was elaboration of wheel steel ladle treatment technology, including the steel micro-alloying and modification by barium-containing alloys to create material, which could meet high operation requirements, made to the railway wheels of new generation, intended to operate under increased axis loads conditions at the modern high-speed rolling-stock. It was shown, that replacement of everywhere applied silicocalcium by barium-based alloys is one of perspective ways of modification mechanism perfection. Results of industrial tests of micro-alloying of wheel steel by barium during ladle treatment presented. It was shown, that application for modification of cored wire with silicobarium filler instead of cored wire with silicocalsium filler СК-30, enabled to transform the nonmetallic inclusions into globular form practically completely, to raise the steel purity for all kinds of inclusions in both middle and maximum points range and to refine to some extent the grain size by 1-2 points. In the pilot metal at the depth of 40 mm from the surface, the gain was somewhat finer and more uniform (number 7), comparing with the existing technology (number 5-6). The pollution of the pilot metal by nonmetallic inclusions meets requirements of GOST 10791—2011 for category A and those of the standard EN 13262: 2004+А2:2011 for category 1.
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Bekher, S. A., and A. O. Kolomeets. "Increasing the reliability of quality control of the wheels of freight cars in motion using digital data processing." Russian Journal of Nondestructive Testing 51, no. 3 (March 2015): 179–84. http://dx.doi.org/10.1134/s1061830915030031.
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Vyplaven, V., A. Kolomeets, and A. Popkov. "Processing of strain gauge control signals by the Kalman filter." Journal of Physics: Conference Series 2131, no. 3 (December 1, 2021): 032015. http://dx.doi.org/10.1088/1742-6596/2131/3/032015.
Повний текст джерелаАнотація:
Abstract One of the methods for detecting defects in the rolling surface of the wheels of freight cars is to measure the deformations of the rail under the passing train. The method is based on the analysis of a strain gauge signal. The main task of the strain gauge signal analysis is the selection of informative components and the removal (filtering) of interference. The paper presents methods of filtering diagnostic signals of strain gauge control and the selection of informative components. The useful signal component can be used to measure the mass of cars, to determine the dynamic load on the rails and to detect defects in the rolling surface of the wheels. The method of adaptive Kalman filtering and linear convolution are proposed as signal processing tools. Based on these algorithms, a software module based on the.NET Framework has been developed using the C# programming language. The algorithms were tested on the signals received when the train was moving along the active section of the track, with a strain gauge control system located on it. The computational complexity and speed of the algorithms are assessed, and the possibility of their further application in the autonomous mode of the system is investigated. The results show that the use of the Kalman filtering algorithm provides a significant performance advantage over the linear convolution algorithm.
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Kossov, V. S., O. G. Krasnov, and M. G. Akashev. "The impact of deformation in the zone of welded joints on the force action of the rolling stock on the track." Vestnik of the Railway Research Institute 79, no. 1 (March 26, 2020): 9–16. http://dx.doi.org/10.21780/2223-9731-2020-79-1-9-16.
Повний текст джерелаАнотація:
The causes of deformation in the zone of welded joints are considered. Authors experimentally studied changes in hardness on the rolling surface of the rail in the longitudinal and transverse profiles within the thermally affected zone of the welded joint. It is established that the hardness of the rolling surface of the rail in the longitudinal direction in the thermally affected zone of the joint is uneven and is determined by the structures arising from the effects of the thermal cycles of welding and the quality of the local heat treatment. In this case, two "low spots" are clearly traced with a decrease in hardness to 290...300 HB and with a higher hardness up to 350 HB right in the welded joint. Experimentally investigated the change in the depth of the welded joint from the implemented tonnage. At the same time with strain gauge method, using the force method developed by N. N. Kudryavtsev, continuous changes in vertical forces when the wheels move along the welded joint zone were recorded. Average values of vertical forces from loaded cars were established. Experimental distributions of vertical forces were approximated by theoretical laws according to the Kolmogorov — Smirnov matching criterion. Recommendations are given on minimizing the harmful impact of rolling stock on the track in areas of lowering welded joints.The following conclusions were made.1. Geometry of the joint irregularity is in the form of a W-shaped deformation with an influx of metal on the receiving rail and lowering on the directing rail. The width of the upper part of the deformation varies between 160...200 mm along the axis of the rail.2. Deformation zone of the welded joint is a source of increased dynamic impact from the wheels of the rolling stock on the elements of the upper track structure. According to the results of experimental studies it was found that the greatest increase in dynamic effects was observed from locomotive wheels up to 45.. . 70 kN, maximum values reached 180...210 kN, from the wheels of loaded freight cars the values of vertical forces increased by 35.. .45 kN, maximum values reached 145...170 kN, from the wheels of empty cars increase dynamic impacts amounted to 14...16 kN, maximum values reached 32...36 kN.
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Kossov, V. S., G. M. Volokhov, O. G. Krasnov, M. N. Ovechnikov, A. L. Protopopov, and V. V. Oguenko. "Influence of the axial loads of rolling stock on the contact-fatigue life of rails." Vestnik of the Railway Research Institute 77, no. 3 (June 28, 2018): 149–56. http://dx.doi.org/10.21780/2223-9731-2018-77-3-149-156.
Повний текст джерелаАнотація:
Analysis of operational data for defective and highly defective rails showed that up to 25 % is the contact-fatigue defects. In connection with the development of heavy haul traffic on the Russian railways, it is relevant to determine the influence of cars with increased axial loads of 25 and 27 tf on the contact fatigue life of rails. The solution of this problem is set forth in this article. The Brown-Miller model of multi-axial fatigue was used in the calculation. This model is integrated into the Fatigue software system, which is tied to the Marc calculation system through Pat-ran. Since under operating conditions the wheel moves (rolls) along the rail on meandering trajectory, in computer modeling weight coefficients were taken into account that characterize the percentage of wheels in the cross-sectional areas of the rail. Calculations of contact fatigue life took into account the variability of vertical loads from the impact on the track of trains formed from innovative open cars with axial loads of 23.5, 25 and 27 tf under operating conditions, loaded with real loading blocks. According to the analysis of calculated data with an increase in axial loads from 23.5 to 25 tf, it is necessary to expect a decrease in the service life of rails in contact fatigue resistance by 19 %, with a further increase in axle loads of up to 27 tf per 32 %. Considering that the share of freight cars with axial loads of 25 tf does not exceed 15...20 %, then on the routes of its use the service life of rails should be expected to decrease by 3...4 %. The method proposed by the authors for predicting the contact fatigue life of rails with increasing axial loads is advisable to improve in part of the experimental determination of the fatigue and strength characteristics of rail steel from the degree of hardening of the rolling surface, its probabilistic properties and the use of the integral distribution law for vertical forces, taking into account the structure of the freight traffic passing through the section. The work was carried out according to the RFBR project 17-20 01088.
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Vinokurova, Tat’yana A., Andrey B. Galushkin, and Anatoliy A. Rakhmilevich. "Algorithm of the automated control of displacement of the load overall center of gravity of railroad car for railway transportation." Vestnik of the Railway Research Institute 78, no. 5 (December 23, 2019): 266–73. http://dx.doi.org/10.21780/2223-9731-2019-78-5-273.
Повний текст джерелаАнотація:
The algorithm is proposed for the automated control of displacement of the load overall center of gravity relative to transversal and/or longitudinal planes of symmetry of the car during railway transportation and decision-making about availability of commercial damages upon results of the car wheel weighting under way by the weighting equipment in cluded in the set of equipment of the systems of the automated commercial visual inspection of trains and cars. The baseline data for calculations includes results of the car wheel weighting and relative error of measurement of the loads with scale set during certification, and the car container weight accepted according to the data of the car in the Automated database of the freight car fleet of JSC “RZD”. Algorithm of the automated control of each type of displacement includes calculation of the actual displacement of the overall load center of gravity in the car, minimax assessment of the calculated value with regard to the error of determination of the parameters values used for calculation, and the conditions of decision-making about availability of commercial fault. Algorithm of static modeling of the bogie wheels loads on the rail is presented, in which the probabilities of excess of the regulatory maximum allowable value by the actual displacement are determined by the Monte Carlo method (loads of eight wheels are randomly broken out with assumption that distribution of their values is normal). Results of static modeling along with the analysis of the data from transportation documents and video image of the car with the freight allow the operator of the train and car visual commercial inspection station to make decision about necessity of the car field inspection for establishing the fact of commercial fault. Examples of calculation according to the proposed algorithm are provided for the case of control of displacement of the load overall center of gravity relative to the transversal plane of the car symmetry, including comparison with calculations without taking into account the errors. Proposed algorithm can be used in the automated train and car commercial inspection system under way during railway transportation as the element of the digital intelligent technology of commercial inspection being developed in the JSC “RZD”.
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Zhao, Yong Xiang, Bing Yang, Ming Fei Feng, Y. Li, M. J. Liu, and Guo Xiang Song. "Probabilistic Critical Fatigue Safety State of the RD2 Type Axle of China Railway Freight Car." Advanced Materials Research 44-46 (June 2008): 751–58. http://dx.doi.org/10.4028/www.scientific.net/amr.44-46.751.
Повний текст джерелаАнотація:
Critical fatigue safety state is investigated on RD2 type axle of China railway freight cars. Attention is paid on the grooves near axle boxes, where more fatigue cracks were early appeared even result in at least six derailed accidents. Load history was obtained by vehicle dynamics simulation combining with on-line inspection. Braking loads and effects of maintenance and off-round of wheels are also incorporated. Semi-elliptical and external circumferential cracks are employed for crack growth simulation. Crack shape change and shear stressing of the semi-elliptical crack are taken into account. New crack growth rate modeling in which covers from cracking threshold to toughness related fracture state is applied for residual life evaluation. Critical fatigue safety state is defined as the crack size from which the axle can be safely operated to next overhaul inspection. Critical crack size is estimated step-by-step with the crack shape change. Results show that the external circumferential crack is more dangerous than the semi-elliptical crack. Application more than two years in production verifies that the present assessment is available and reliable.
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Saidova, A. V., and A. M. Orlova. "Specification of the Archard’s wear model parameters for calculating wheels wear of freight cars with an axial load of 25 tons." Vestnik of the Railway Research Institute 76, no. 4 (2017): 202–8. http://dx.doi.org/10.21780/2223-9731-2017-76-4-202-208.
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Melnik, Rafał, and Mariusz Kostrzewski. "Rail Vehicle's Suspension Monitoring System - Analysis of Results Obtained in Tests of the Prototype." Key Engineering Materials 518 (July 2012): 281–88. http://dx.doi.org/10.4028/www.scientific.net/kem.518.281.
Повний текст джерелаАнотація:
The active safety issue of rail vehicles is important for providing regular transportation services and minimizing the risk of accidents. One of the solutions to the problem of assuring high level of active safety is applying the condition monitoring of suspension system. Suspension, as a part of running gear, is crucial for providing proper running behavior stability. The increasing demands on improving safety of railway transport has led to development of prototype of rail vehicles' suspension monitoring system at Monitoring of Technical State of Construction and Evaluation of its Lifespan Project (MONIT). The idea of the system is qualitative assessment of suspension condition based on acceleration signals measured on bogie frames, wheels and body. The monitoring system prototype has been tested on passenger and freight cars in two states of suspension condition: nominal and damaged. Experimental tests have been performed on experimental track near Zmigrod in Poland. This paper presents analysis of the results obtained from the tests of the rail vehicles' suspension monitoring system prototype.
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Kogan, A. Ya. "Estimation of the equivalent conicity of wheel treads with worn rolling surface." Vestnik of the Railway Research Institute 77, no. 3 (June 28, 2018): 127–32. http://dx.doi.org/10.21780/2223-9731-2018-77-3-127-132.
Повний текст джерелаАнотація:
The safety of freight trains motion that have empty cars in their composition is in many cases determined by the stability of the motion of these cars. The problem is that the intense horizontal non-stationary-periodic oscillations arise due to the conicity of the wheel treads with the weak connection of the wheelsets with the side frames of the three-piece bogie of the freight car at a certain (critical) speed of motion. These oscillations begin to threaten the safety of train motion when the car's speed exceeds its critical value by 20-25 km/h. Numerically, the conicity is determined by the angle between the generatrix of the conical surface and the axis of the cone. The results of experimental studies and theoretical calculations show that within creasing conicity of the wheel treads of freight cars, the value of the critical speed decreases substantially. The article describes a method of an estimation of an equivalent conicity of wheel treads of cars with the worn out surface of rolling. The method is based on calculating the coefficients of a polynomial over even grades of the lateral oscillations amplitude of a single freely moving wheelset in the tangent segment of the track. Coefficients of the polynomial contain factors determined by the function of the difference in the radii of the worn wheel in sections equidistant from the vertical axis passing through the middle position of the point of contact between the wheel and the rail on the wheel tread. This method will help to further clarify the timing of car's wheel-turning on the condition of ensuring the safety of empty freight trains, taking into account the actual condition of the rolling surfaces of the wheel treads.
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Nikonov, V. A., V. F. Zubkov, M. N. Tsibizov, I. V. Nazarov, and D. V. Gorskiy. "Innovative braking system for high-speed 80-foot platform." VNIIZHT Scientific Journal 80, no. 6 (December 27, 2021): 343–50. http://dx.doi.org/10.21780/2223-9731-2021-80-6-343-350.
Повний текст джерелаАнотація:
The article discusses technical solutions for the creation of an effective design of a brake system for high-speed longwheelbase platforms intended for the transport of containers, as well as for the development of a fundamentally new brake equipment for the pneumatic, electro-pneumatic and mechanical parts of the brake system. Modular braking equipment for the pneumatic and electro-pneumatic parts of the high-speed platform braking system, compactly located under the platform frame, provides technical compatibility when controlling platform brakes as part of not only a high-speed freight train of permanent formation, but also in trains for other purposes, regardless of the location of the platform in the composition of the train. The performance of the braking equipment of each platform in motion and in the parking lot is monitored using pressure sensors and an electronic unit that processes the readings of the sensors and transmits information to the locomotive via one of the wire lines of the electro-pneumatic brake. The brake rigging used on the high-speed platform is arranged in the design of three-axle bogies and provides doublesided pressing on the wheels with typical composite brake pads, automatic regulation and maintenance of the standard clearances between brake pads and wheels. The proposed promising technical solutions make it possible to continuously diagnose the parameters of the brakes of each platform as part of a permanent train, display them on the locomotive monitor and transmit them to the dispatch centers of the Russian Railways infrastructure. Thanks to this, the braking effciency can be increased and the safety of train traffc can be ensured while increasing the permissible travel speeds. In the modern concept of digitalization of the infrastructure of Russian Railways, which provides for the creation in 2021–2025 (and in the future until 2030) of cars in which intelligent technologies should be applied, the braking system of a high-speed platform can be considered as the basis for creating a digitally controlled train — one of the key elements of the digital railway.
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Zhao, Yong Xiang, Bing Yang, Ming Fei Feng, Y. Li, M. J. Liu, and Guo Xiang Song. "Probabilistic Critical Safety Wheel Wear Sizes of Chinese Railway Freight Cars." Advanced Materials Research 44-46 (June 2008): 759–64. http://dx.doi.org/10.4028/www.scientific.net/amr.44-46.759.
Повний текст джерелаАнотація:
Critical safety wheel wear size is investigated through considering the fatigue safety effect on RD2 type axle of China railway freight cars. The wheel wear size increase results in a rise of the wheel-rail contact forces, which increase the fatigue stress history of the axle in service. Therefore, the size must be controlled to maintain the axle safety in service before the next overhaul inspection. A field investigation was firstly made on the wear size change regularity. Then, the size related wheel-rail impact forces are solved by a non-linear Hertzian contact theory with a vehicle multi-body dynamic model. In addition, a statistical method is further developed for incorporating the impact forces into the wheelset service load history. Finally, a wear size related critical state equation is established for ensuring the axle safety in service. A stationary solution is statistically obtained for the critical wear sizes with respect to the axle circumferential crack and semi-elliptical crack. It is concluded that the critical safety wear size should be controlled in the range of 100 mm at the statistical level of survival probability 0.99 and confidence 95%.
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Boriak, К., О. Lymarenko, and N. Peretiaka. "FEATURES OF STRENGTH TESTING OF PASSENGER WAGON AUTOMATIC REGULATORS." Key title: Zbìrnik naukovih pracʹ Odesʹkoï deržavnoï akademìï tehnìčnogo regulûvannâ ta âkostì -, no. 1(16) (2020): 20–27. http://dx.doi.org/10.32684/2412-5288-2020-1-16-20-27.
Повний текст джерелаАнотація:
The automatic regulator РКЗТ-675 (РТПР-675) and РТПР-675M is installed in the brake lever transmission of the passenger car and used for automatical maintenance of gaps between the surfaces of rolling of wheel pairs and brake pads within the established limits irrespective of the wear of the rolling surfaces of wheels. The design of auto regulators allows you to change the stroke of the piston rod and the brake cylinder and to manually release and tighten the regulator. Scope of auto regulators: freight, passenger cars and electric trains of the main railways. The article is devoted to solving the problem of contradictions in clause 15.5.7 of the current departmental Ukrainian instruction ЦЛ-0013 for repairing brake equipment of the railway carriage of the existing requirement for mandatory compliance with screw unscrewing in size "a" within 300-350 mm when testing automatic regulators on an automatic test stand for strength under load a normalized force of 8t in the longitudinal direction, provided that there are no residual deformations of the automatic regulator screw along its length. The article aims to refute the dependence of the values of the stress state of an automatic regulator when testing its strength on a test bench from a change in its length in the entire possible range of screw unscrewing by size "a" in the allowable range of 0-600 mm. The problem is solved by calculation using two different methods, and the results of the stress state values of the automatic regulator with different lengths of screw unscrewing by size “a” are compared with each other. Based on this, the general conclusion is made that the size “a” (within the range of 0–600 mm) of the automatic regulator screw unscrewing when testing it for strength with the same load force (N = 8t ≈ 80 кН) in the longitudinal direction does not affect the calculated value of the screw tension σ = 113.23 MPa when tested on an automatic bench. The developers of the departmental Ukrainian instruction ЦЛ-0013 are invited to make in clause 15.5.7 corresponding changes regarding the requirement of optional observance of the value of the size "a" within 300-350 mm at the bench test of the automatic regulators for the tensile load under the standardized force of 8t.
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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.
Повний текст джерелаАнотація:
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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Domin, Yurii V., Rostyslav Yu Domin, Ganna Yu Cherniak, and Volodymyr S. Nozhenko. "Analysis of the conditions for the exhaustion of the stability margin in the rail track of freight cars with three-piece bogies." Archives of Transport 57, no. 1 (March 31, 2021): 119–29. http://dx.doi.org/10.5604/01.3001.0014.8042.
Повний текст джерелаАнотація:
The research on improvement of methodical approaches to definition of the probable reasons of infringement of conditions of stability of freight cars from derailment is carried out. Using a basic computer model of the dy-namics of a freight car, the influence of the characteristics of the technical condition of their running gear and track on the indicators of empty cars stability from derailment was studied through the computational experi-ment. The article presents the main statements of the research methodology, which provides the analysis of probable causes of derailment of freight cars by conducting a series of numerical experiments with logging the progress of calculations and saving the results. Factor analysis was used to interpret the calculated data with an assessment of each of the factors influence or their combination on the probability of derailment. The developed procedure of the simulation experiment provides a step-by-step study of the freight cars derail-ment conditions, including factors structuring and ranking, development of experimental plan, calculating coef-ficients of wheel pairs resistance to derailment from rails, provided that the wheel flange rolls onto the rail head, and determining the degree of influence of relevant factors on the dynamic stability of cars from derailment. A comparative analysis of the stability of cars in rail tracks was performed using the introduced concept of the combined coefficient of stability of wheel pairs against derailment. Determining the probable causes of car derailment is based on scanning the parameter field. The results of the parametric study revealed the degree of influence on the freight cars stability of running gear technical condition characteristics. In particular, it is determined that the most dangerous in terms of stability loss of empty cars in the track is the exceeding of the wedges of the vibration dampers.
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Gozbenko, V. E., B. Tuvshintur, and S. K. Kargapoltsev. "The reduced wear of wheel pair flanges of freight cars." IOP Conference Series: Materials Science and Engineering 832 (June 9, 2020): 012087. http://dx.doi.org/10.1088/1757-899x/832/1/012087.
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Mokrii, T. F., I. Yu Malysheva, N. V. Bezrukavyi, and I. M. Ladyhin. "Refinement of the rail–wheel contact pair to improve rail–wheel interaction conditions for railway vehicles with an increased axle load." Technical mechanics 2021, no. 4 (December 7, 2021): 129–36. http://dx.doi.org/10.15407/itm2021.04.129.
Повний текст джерелаАнотація:
At present, one of the global trends in railway transport development, which becomes clearer and clearer, is increasing the axle load of freight cars, which gives a considerable economic benefit. In this connection, of importance is not only the car design, but also the car capacity utilization factor: the higher this factor, the more economically efficient the car use. Because of this, one of the priority global lines in increasing the volume of fright traffic and the railway operation efficiency is increasing the carrying capacity of freight cars. Preparing the railways for cars with increased axle loads calls for the development of measures to decrease the track deformability, in particular by choosing appropriate wheel and rail profiles. The aim of this work was to develop recommendations on refining the wheel?rail contact pair to improve curve negotiation by railway vehicles with an increased axle loads on the Ukrainian railways. This paper presents the proprietary R-ITM wear-resistant railhead profile. The effect of the new profile on wheel?rail interaction in negotiating a curve of radius 300 m at a constant speed was studied for different cars. In doing so, emphasis was on wheel?rail interaction for a new-generation freight car on 18-9817 trucks with an axle load increased to 36 tf. The studies conducted made it possible to formulate the following recommendations: to improve curve negotiation by railway vehicles with increased axle loads, reduce the adverse effect on the track and improve traffic safety, new proprietary contact pair profiles are recommended: the ITM-73-03 wheel profile for cars, and the R-ITM railhead profile for outer rails together with the standard R65 railhead profile for inner rails.
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Ravlyuk, Vasyl, İsrail Elyazov, Ihor Afanasenko, and Mykola Ravliuk. "Determination of parameters of abnormal wear of brake pads of freight cars." E3S Web of Conferences 166 (2020): 07003. http://dx.doi.org/10.1051/e3sconf/202016607003.
Повний текст джерелаАнотація:
The complex of operational studies and theoretical research was performed on the occurrence of harmful wear that changes geometrical parameters of the useful contact area of the brake pads of freight cars at various established standard clearance between the pad and the wheel, which significantly impairs the braking efficiency of trains. The inspections of the mechanical part of the brakes attracted attention to the abnormal wear of the brake pads of the freight cars, which occurs because the common centre of gravity of the pad and the brake shoe, which are on the pendular suspension, do not coincide with the centre of the hole in the brake strut for any pad. The results of calculations using the coordinate method performed in the Mathcad software environment and the graphical one performed in AutoCAD to determine the geometrical parameters of the formation of the upper harmful wear of the pad depending on the standard clearance between the wheel and the brake pad were compared to proved theoretically that the error between them does not exceed 5-7%.
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Petrakova, A. G. "Optimization of material hardness of solid-rolled wheel of freight cars." Journal of Friction and Wear 30, no. 1 (February 2009): 41–45. http://dx.doi.org/10.3103/s1068366609010073.
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Romen, Yu S., B. E. Glyuzberg, E. A. Timakova, and V. A. Bykov. "Features of mathematical modeling of dynamic processes of car passing railroad turnouts." Vestnik of the Railway Research Institute 79, no. 3 (July 8, 2020): 119–26. http://dx.doi.org/10.21780/2223-9731-2020-79-3-119-126.
Повний текст джерелаАнотація:
Dimensions and tolerances in the “wheelset — railway track” system are interconnected, since the normative values of geometric parameters and shape of the elements of the wheelsets and the track's upper structure are directly de pendent. In 2018– 2019 in order to establish the minimum permissible thickness of wheel flanges for freight cars in operation and to determine the influence of the thickness and shape of wheel flanges on the safe passage of turnout elements, JSC “VNIIZhT” conducted comprehensive stu dies, including the development of a methodo logy and mathematical modeling of the interaction of wheelsets and turnout elements. Features of modeling the dynamic proces ses of the entry of the first bogie of a freight car into the railway turnout when running to the side track are presented. The process of moving a freight car along the turnout is described de pending on the geometric parameters of the wheelset and track elements of the turnout, the position in the gauge of its first bogie before running into the switch point. Results of calculations of the lateral forces of the interaction of the wheelset and the turnout show that when running on, the maximum forces occurred during wheel impacts in the turnout elements, which depend on the conditions of the bogie entering the turnout. The initial position of the bogie and the peculiarities of its motion in the gauge determine the position of the meeting point and the value of the angle of incidence, their combination determines the maximum value of the force when moving to the lateral track, which, depending on the entry conditions, can differ by more than twice. Calculations showed that a change in the angle of inclination of the flange from 60 to 70° leads to a decrease in the safety factor of rolling stock on the turnout by 1.5 times. Required minimum value of the inclination of the wheel flange, ensuring safety (qR parameter), is determined by the creation of conditions that do not allow the wheel to run onto the tip of the switch point. Under existing norms of wear of turnout elements and the relative position of their rail elements, as well as taking into account the results of the calculations, the permissible value of qR should be in the range of 6.0...6.5 mm.
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Sherbakov, Sergei, Aliaksandr Bahdanovich, Aleh Nasan, Daria Podgayskaya, Liudmila Shemet, Ze Feng Wen, Xin Zhao, Regita Bendikiene, Antanas Ciuplys, and Audrius Jutas. "Comparison of Stress-Strain States of Rail-Wheel Pair Made of Steel and MoNiCa." Solid State Phenomena 320 (June 30, 2021): 14–19. http://dx.doi.org/10.4028/www.scientific.net/ssp.320.14.
Повний текст джерелаАнотація:
Contact interaction in a wheel-rail pair and its corresponding stress-strain state for various combinations of materials of this pair and the weights of passenger and freight cars were considered. The materials under study were steel and high-strength cast iron based structural material MoNiCa with strength and wear-fatigue characteristics close to steel ones.The load on each wheel was: 53.9 and 294.3 kN for an empty and loaded freight car, 146.8 kN and 230.5 kN for an empty and loaded passenger car. The bottom surface of the rail was rigidly fixed.Young's modules were adopted as follows: 200 GPa for steel and 165 for MoNiCa. The results of finite element calculations of the three-dimensional stress-strain state showed that the largest von Mises stresses of 613.08 MPa occur in the wheel (steel)-rail (steel) pair of the loaded freight car. For all types of loading, the lowest stresses (15.8 % – 16.7 % less than in the steel-steel pair) are observed in the wheel (MoNiCa)-rail (MoNiCa) pair. This indicates the appropriateness of using MoNiCa for the manufacturing elements of the wheel-rail system.
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Gozbenko, V. E., B. Tuvshintur, and S. K. Kargapoltsev. "Statistical study of the wear of wheel pair flanges of freight cars." IOP Conference Series: Materials Science and Engineering 832 (June 9, 2020): 012088. http://dx.doi.org/10.1088/1757-899x/832/1/012088.
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Sinicyn, Vladimir, and Vladimir Kobishchanov. "BRAKING SYSTEM FOR BOGIE SUCCESSIVE BRAKING OF FREIGHT CARS." Bulletin of Bryansk state technical university 2020, no. 3 (March 5, 2020): 21–28. http://dx.doi.org/10.30987/1999-8775-2020-3-21-28.
Повний текст джерелаАнотація:
Brake leverages with the location of brake cylinders on bogies have a number of advantages as compared with common circuits. Domestic braking systems are presented mainly by design improvements and inventions. In this connection the development of the prototype of such a system for domestic standard bogies corresponding to the requirements and conditions of Russian railways is urgent. At that the application of domestic brake devices in such systems is preferable.
The aim of this work is a choice of the optimum design for a unified leverage for two-axial bogies of type 2 and 3 (RSS 9246-2013) with the location of cylinders 670V on a bogie, and also a development of the circuit for its adjustment while operation.
On the basis of the regulations for a standard computation of a brake there is chosen an optimum circuit of the brake leverage. With the aid of 3D thoroughly developed model of a brake system located directly on a bogie taking into account a design outline of bogie elements, the analysis of bogie units geometry is carried out and all intermediate leverage, separators and brake beams positions are defined which allowed obtaining the sufficiently accurate values of assembly dimensions at different wear stages of a wheel tread and a brake shoe.
There is chosen an optimum brake system for two-axial bogies of type 2 and type 3 (RSS 9246-2013) with the location of cylinders 670V on a bogie. The regulating circuits and a table of assembly dimensions of the brake system during operation for a brake shoe 60±4mm thick are developed. An aggregate stock and screw travel of a brake cylinder regulator during operation without taking into account elastic deformation of a system is chosen. The considered leverage system design is offered as a prototype for the brake system design for freight cars.
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Ahmed, A. K. W., and S. Sankar. "Lateral Stability Behavior of Railway Freight Car System With Elasto-Damper Coupled Wheelset: Part 2—Truck Model." Journal of Mechanisms, Transmissions, and Automation in Design 109, no. 4 (December 1, 1987): 500–507. http://dx.doi.org/10.1115/1.3258828.
Повний текст джерелаАнотація:
To investigate the effect of elasto-damper coupled wheelset (EDCW), on the lateral stability behavior of freight cars, a railway freight truck model with two EDCW and pseudo-car body has been developed. The results of linearized stability analysis showed, that for small values of wheelset coupler stiffness, damping has significant influence on the stability behavior of wheelset relative spin as well as wheelset and truck lateral modes. The results further showed that, by utilizing an optimal EDCW coupler parameter, the critical speeds corresponding to truck hunting and wheelset lateral mode can be made equal. In doing so, the truck hunting critical speed on tangent track can be improved by over 100 percent in comparison to truck model with conventional rigid axle wheelsets.
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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.
Повний текст джерелаАнотація:
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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Yao, Jianjun, Yuxuan Huang, Guilin Jiang, Shuang Gao, Rui Xiao, and Han Yu. "Design and its characteristic analysis of a wheeled train uncoupling robot with multi-degrees-of-freedom." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 230, no. 10 (April 9, 2015): 1673–84. http://dx.doi.org/10.1177/0954406215582017.
Повний текст джерелаАнотація:
Freight trains play a vital role in cargo transportation in the world. The freight cars need to be redistributed for marshalling according to different destinations in the hump yard. Humans are usually employed to uncouple the freight cars in the marshalling yard. However, the work environment is difficult to work in, because of its potential danger and the effects of the surrounding environment can have a very serious impact on human’s health. A wheeled robot is developed to replace humans to finish the uncoupling task. It has four degrees-of-freedom with flexible motion. Based on the D-H method, the kinematics, including the forward and the inverse kinematics, is firstly analysed. The dynamic analysis is then studied by Newton–Euler equations. The workspace is lastly investigated to verify its operational space such that the coupler can be easily reached by the robot manipulator. Those characteristic analyses provide a basis for motion planning and real-time control of the robot.
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Lysenko, O. A., L. D. Fedorova, and S. G. Shantarenko. "Research and calculation of magnetic system of built-in axle-box generators of freight cars." Omsk Scientific Bulletin, no. 174 (2020): 52–56. http://dx.doi.org/10.25206/1813-8225-2020-174-52-56.
Повний текст джерелаАнотація:
The article deals with the issues of providing communication, as well as diagnostics and telemetry of freight cars. The growth of rail traffic is currently placing increased demands on the levels of safety, automation and an increase in the average speed of freight trains. These requests can be solved through the introduction of modern GSM communication systems and geolocation. At the present time, a system for detecting the descent of a freight car has been developed and is being tested, which makes it possible to record the descent within a few seconds and transmit a signal to the train driver via a radio channel. The systems for monitoring the location of wagons and locomotives are no less important. However, one of the current problems is the lack of autonomous power supplies for communication and diagnostic systems. Since wired power systems have a number of disadvantages, the article discusses the creation of a power source based on an alternator with permanent magnets. This generator is driven by energy from a wheelset. The article presents the results of a numerical experiment on the magnetic system of axle-box generators using the ElCut software