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Статті в журналах з теми "Railroad cars Wheels Defects"
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Sura, V., and S. Mahadevan. "Modelling shattered rim cracking in railroad wheels." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 225, no. 6 (June 1, 2011): 593–604. http://dx.doi.org/10.1177/0954409711403671.
Повний текст джерелаАнотація:
Shattered rim cracking, propagation of a subsurface crack parallel to the tread surface, is one of the dominant railroad wheel failure types observed in North America. This crack initiation and propagation life depends on several factors, such as wheel rim thickness, wheel load, residual stresses in the rim, and the size and location of material defects in the rim. This article investigates the effect of the above-mentioned parameters on shattered rim cracking, using finite element analysis and fracture mechanics. This cracking is modelled using a three-dimensional, multiresolution, elastic–plastic finite element model of a railroad wheel. Material defects are modelled as mathematically sharp cracks. Rolling contact loading is simulated by applying the wheel load on the tread surface over a Hertzian contact area. The equivalent stress intensity factor ranges at the subsurface crack tips are estimated using uni-modal stress intensity factors obtained from the finite element analysis and a mixed-mode crack growth model. The residual stress and wheel wear effects are also included in modelling shattered rim cracking. The analysis results show that the sensitive depth below the tread surface for shattered rim cracking ranges from 19.05 to 22.23 mm, which is in good agreement with field observations. The relationship of the equivalent stress intensity factor (Δ K eq) at the crack tip to the load magnitude is observed to be approximately linear. The analysis results show that the equivalent stress intensity factor (Δ K eq) at the crack tip depends significantly on the residual stress state in the wheel. Consideration of as-manufactured residual stresses decreases the Δ K eq at the crack tip by about 40 per cent compared to that of no residual stress state, whereas consideration of service-induced residual stresses increases the Δ K eq at the crack tip by about 50 per cent compared to that of as-manufactured residual stress state. In summary, the methodology developed in this article can help to predict whether a shattered rim crack will propagate for a given set of parameters, such as load magnitude, rim thickness, crack size, crack location, and residual stress state.
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Halama, Radim, Rostislav Fajkoš, Petr Matušek, Petra Bábková, František Fojtík, and Leo Václavek. "Contact defects initiation in railroad wheels – Experience, experiments and modelling." Wear 271, no. 1-2 (May 2011): 174–85. http://dx.doi.org/10.1016/j.wear.2010.10.053.
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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.
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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.
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Kwon, Seok-Jin, Jung-Won Seo, Min-Soo Kim, and Young-Sam Ham. "Applicability Evaluation of Surface and Sub-Surface Defects for Railway Wheel Material Using Induced Alternating Current Potential Drops." Sensors 22, no. 24 (December 18, 2022): 9981. http://dx.doi.org/10.3390/s22249981.
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The majority of catastrophic wheelset failures are caused by surface opening fatigue cracks in either the wheel tread or wheel inner. Since failures in railway wheelsets can cause disasters, regular inspections to check for defects in wheels and axles are mandatory. Currently, ultrasonic testing, acoustic emissions, and the eddy current testing method are regularly used to check railway wheelsets in service. Yet, in many cases, despite surface and subsurface defects of the railroad wheels developing, the defects are not clearly detected by the conventional non-destructive inspection system. In the present study, a new technique was applied to the detection of surface and subsurface defects in railway wheel material. The results indicate that the technique can detect surface and subsurface defects of railway wheel specimens using the distribution of the alternating current (AC) electromagnetic field. In the wheelset cases presented, surface cracks with depths of 0.5 mm could be detected using this method.
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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.
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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.
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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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McMulkin, Mark L., Jeffrey C. Woldstad, Paul B. McMahan, and Timothy M. Jones. "Wheel Turning Strength for Four Wheel Designs." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 10 (October 1993): 730–34. http://dx.doi.org/10.1177/154193129303701018.
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This paper reports the results of an experiment to evaluate the isometric wheel turning strength of 12 male and 12 female subjects using four different wheel designs. Three of the wheels investigated were new designs developed specifically for this study, while the fourth was a wheel currently used on many railroad car hand brakes. The three new designs considered were a cylindrical tube (4.3 cm in diameter), a cylindrical tube (2.5 cm in diameter) with spheres mounted along the edge, and a circular zig-zag design. Strength data were collected using a mock-up of the ladder and platform arrangement found on most railroad hopper and box cars. The task simulated the final tightening exertion required to secure railroad car hand brakes. Strength capabilities were measured using two methods: 1) a three second average during a six-second trial; 2) the peak reached on a separate trial in which subjects did not sustain an exertion. Results showed that the torque generated by the subjects was highest for the zig-zag design, followed in order by the wheel with the spheres, the cylindrical wheel, and the standard wheel; average torque values were 191 Nm, 147 Nm, 132 Nm, and 95 Nm, respectively. The average strength values (three-second average) for six-second maximum exertions produced lower average torque values (122 Nm) than the ramp to maximum exertion (161 Nm).
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Liu, Xiang, Tejashree Turla, and Zhipeng Zhang. "Accident-Cause-Specific Risk Analysis of Rail Transport of Hazardous Materials." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (September 3, 2018): 176–87. http://dx.doi.org/10.1177/0361198118794532.
Повний текст джерелаАнотація:
Rail plays a key role in the transportation of hazardous materials (hazmat). Improving railroad hazmat transportation safety is a high priority for both industry and government. Many severe railroad hazmat release incidents occur because of train accidents. The Federal Railroad Administration identifies over 300 accident causes, including infrastructure defects, rolling stock failures, human factors, and other causes. Understanding how hazmat transportation risk varies with accident cause is a key step in identifying, developing, evaluating, and prioritizing cost-justified accident prevention strategies, thereby mitigating hazmat transportation risk. The objective of this paper is to develop an integrated, generalized risk analysis methodology that can estimate accident-cause-specific hazmat transportation risk, accounting for various train and track characteristics, such as train length, speed, point of derailment, the number and placement of tank cars in a train, tank car safety design, and population density along rail lines. Using the two major causes of accidents on freight railroads—broken rails and track geometry defects—as an example, this paper demonstrates a step-by-step analytical procedure and decision support tool to assess how accident frequency, severity, and hazmat transportation risk vary by accident cause. The research method can be adapted for risk analysis at corridor- or network-level accounting for other accident causes.
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Biryukov, V. V., Yu A. Fedorova, and M. V. Rozhkova. "Simulation of drive power in mechatronic systems." Journal of Physics: Conference Series 2061, no. 1 (October 1, 2021): 012035. http://dx.doi.org/10.1088/1742-6596/2061/1/012035.
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Abstract The results of research on determining the parameters and circuit solutions of traction drives of funicular cars are presented in this paper. As a result of the research, it has been revealed that the funiculars, the bodies of which have an articulated joint, possess the greatest advantages. It is effectually to use three-phase AC machines with permanent magnets as traction electric motors. The mechanical part of the drive must contain a speed transformer with a gear rack-wheel type gearing. The wheels of the running gears perform the function of holding the car on the track structure. The traction force is performed in a gearing, the rack of which is placed between the rails of the track structure. The given method for calculating the power of the drive motor made it possible without question to determine its dependence on the angle of inclination of the railroad bed.
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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.
Дисертації з теми "Railroad cars Wheels Defects"
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Fourie, Daniël Johannes. "Mechanisms influencing railway wheel squeal excitation in large radius curves." Thesis, 2012. http://hdl.handle.net/10210/5334.
Повний текст джерелаАнотація:
M.Ing.Sound pressure levels exceeding acceptable limits are being generated by trains travelling on the 1000 m radius curved railway line past the town of Elands Bay. Unacceptable sound levels are attributed mainly to top of rail wheel squeal. Top of rail wheel squeal belongs to the family of selfinduced vibrations and originates from frictional instability in curves between the wheel and the rail under predominantly saturated lateral creep conditions. In small radius curves, saturated lateral creep conditions occur due to the steering of railway wheelsets with large angles of attack. Given the large curve radius and the utilisation of self-steering bogies on the Sishen-Saldanha Iron Ore railway line, curve squeal is a highly unexpected result for the 1000 m radius curved railway line. This is because curving of bogies in large radius curves are achieved without high wheelset angles of attack leading to saturated creep conditions. An experimental and analytical investigation was carried out to identify the mechanisms influencing the generation of wheel squeal in large radius curves. Simultaneous measurement of sound pressure and lateral wheel-rail forces were made during regular train service in one of the two 1000 m radius curves at Elands Bay to characterise the bogie curving behaviour for tonal noise due to wheel squeal occurring in the large radius curve. The lateral force curving signature not only reveals the levels of lateral wheel-rail forces required for bogie curving, but also whether the bogie is curving by means of the creep forces generated at the wheel-rail interface only or if contact is necessitated between the wheel flange and rail gauge corner to help steer the bogie around the curve. The test set-up consisted of two free field microphones radially aligned at equivalent distances towards the in – and outside of the curve in line with a set a strain gauge bridges configured and calibrated to measure the lateral and vertical forces on the inner and outer rail of the curve. This test set-up allowed the squealing wheel to be identified from the magnitude difference of the sound pressures recorded by the inner and outer microphones in combination with comparing the point of frequency shift of the squeal event due to the Doppler Effect with the force signals of the radially aligned strain gauge bridges. From the experimental phase of the investigation, it was found that wheel squeal occurring in the 1000 m radius curve at Elands Bay is characteristic of empty wagons and is strongly related to the squealing wheel’s flange/flange throat being in contact with the gauge corner of the rail. Here high levels of spin creepage associated with high contact angles in the gauge corner lead to high levels of associated lateral creepage necessary for squeal generation. This is in contrast to lateral creepage due to high wheelset angles of attack being the key kinematic parameter influencing squeal generation in small radius curves. Furthermore, the amplitude of wheel squeal originating from the passing of empty wagons was found to be inversely proportional to the level of flange rubbing on the squealing wheel i.e. increased flange contact on the squealing wheel brings about a positive effect on squeal control. Contrary to the empty wagons which are characterised by tonal curve squeal, loaded 4 wagons requiring contact between the wheel flange and rail gauge corner in the 1000 m curve was characterised by broadband flanging noise. It was concluded from measurements that flange contact occurring under high lateral forces for steady state curving of loaded wagons provides the complete damping necessary for squeal control. The curve squeal noise that originated from the passing of empty wagons in the Elands Bay curve could further be classified according to the frequency at which the squeal event manifested itself in the curve, i.e. low frequency audible (0 – 10 kHz), high frequency audible (10 – 20 kHz) and ultrasonic squeal (> 20 kHz). The vast majority of low frequency audible squeal events recorded in the 1000 m Elands Bay curve occurred at approximately 4 kHz and originated from the low rail/trailing inner wheel interface, whilst the vast majority of high frequency audible squeal events occurred in the frequency range between 15 and 20 kHz and originated from both the high rail/leading outer wheel and low rail/trailing inner wheel interfaces.
Книги з теми "Railroad cars Wheels Defects"
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Company, St Thomas Car Wheel. Machined car wheels. St. Thomas, Ont: St. Thomas Car Wheel Co., 1991.
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United States. National Transportation Safety Board. Special investigation report: Railroad yard safety -- hazardous materials and emergency preparedness. Washington, D.C: The Board, 1985.
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Jubileuszowa Konferencja Naukowo-Techniczna Konstrukcja, Wytwarzanie i Eksploatacja Kolejowych Zestawów Kołowych (1987 Gliwice, Poland). Jubileuszowa Konferencja Naukowo-Techniczna Konstrukcja, Wytwarzanie i Eksploatacja Kolejowych Zestawów Kołowych: Gliwice, 10 listopada 1987 r. Gliwice: Dział Wydawnictw Politechniki Śląskiej, 1987.
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Dżuła, Stanisław. Dynamika wirującego koła i zestawu kołowego modelowanych układami ciągłymi. Kraków: Politechnika Krakowska im. Tadeusza Kościuszki, 1995.
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Czarnek, Robert. Experimental determination of release fields in cut railroad car wheels. Washington, DC: Federal Railroad Administration, Office of Research and Development, 1999.
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(Firm), Knovel, ed. Wheel-rail interface handbook. Boca Raton, FL: CRC Press, 2009.
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Association, International Heavy Haul. Guidelines to best practices for heavy haul railway operations: Wheel and rail interface issues. Virginia Beach, Va: International Heavy Haul Association, 2001.
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Schramm, Raymond E. Ultrasonic railroad wheel inspection using EMATS. Washington, DC: National Institute of Standards and Technology, 1989.
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Bogdanov, A. F. Ėkspluatat͡s︡ii͡a︡ i remont kolesnykh par vagonov. Moskva: "Transport", 1985.
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Cellar, Horst. Untersuchung des Dämpfungsverhaltens der Schlupfstelle zwischen Rad und Schiene. Mülheim/Ruhr: Kirnberg-Verlag, 1989.
Знайти повний текст джерелаЧастини книг з теми "Railroad cars Wheels Defects"
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Iwand, Hans, and Joel Hassebrock. "Failure Analysis of Railroad Components." In Analysis and Prevention of Component and Equipment Failures, 754–77. ASM International, 2021. http://dx.doi.org/10.31399/asm.hb.v11a.a0006837.
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Abstract Because of the tough engineering environment of the railroad industry, fatigue is a primary mode of failure. The increased competitiveness in the industry has led to increased loads, reducing the safety factor with respect to fatigue life. Therefore, the existence of corrosion pitting and manufacturing defects has become more important. This article presents case histories that are intended as an overview of the unique types of failures encountered in the freight railroad industry. The discussion covers failures of axle journals, bearings, wheels, couplers, rails and rail welds, and track equipment.
Тези доповідей конференцій з теми "Railroad cars Wheels Defects"
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Singh, Som P., Srinivas Chitti, S. K. Punwani, and Monique F. Stewart. "On-Board Detection of Derailed Wheel and Wheel Defects." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40074.
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To improve railroad safety and efficiency, the Office of Research and Development of the Federal Railroad Administration (FRA) is running a project to develop and demonstrate an On-Board Monitoring Systems Concept (OBMSC) for freight trains. The project scope includes onboard detection of hot bearings, bearing defects, vehicle, ride quality, wheel tread defects, and derailed wheels. This paper presents an analytical model to detect derailed wheel conditions. In the model, an idealized wheelset with associated sprung and unsprung vehicle masses running on crossties is simulated using LS-Dyna software. Track structure (i.e., ties) ballast/subgrade, and soil are represented as linear elastic systems. This paper identifies wheelset vertical acceleration magnitude and associated frequencies for a derailed wheel for empty and loaded car conditions at various operating speeds. The research shows that the predicted wheelset acceleration magnitude for a derailed wheel overlap with those resulting from wheel tread defects, such as wheel flat, shells, and built-up tread. To differentiate between a derailed wheel and wheels with tread defects, a set of criteria is formulated based on amplitude and frequency ranges. Based on the analytical results from the derailed wheel model and field-tested results of revenue service wheels with tread defects, it is established that the OBMSC bearing adapter acceleration (BAA) can be used to detect a derailed wheel and conditions communicated to the train crew or other appropriate parties.
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Donelson, John, and Ronald L. Dicus. "Bearing Defect Detection Using On-Board Accelerometer Measurements." In ASME/IEEE 2002 Joint Rail Conference. ASMEDC, 2002. http://dx.doi.org/10.1115/rtd2002-1645.
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Vibration signatures of defective roller bearings on railroad freight cars were analyzed in an effort to develop an algorithm for detecting bearing defects. The effort is part of a project to develop an on-board condition monitoring system for freight trains. The Office of Research and Development of the Federal Railroad Administration (FRA) is sponsoring the project. The measurements were made at the Transportation Technology Center (TTC) in Pueblo, CO on July 26 – 29, 1999 during the Phase III Field Test of the Improved Wayside Freight Car Roller Bearing Inspection Research Program sponsored by FRA and the Association of American Railroads (AAR). Wheel sets with specific roller bearing defects were installed on a test train consisting of 8 freight cars designed to simulate revenue service. The consist also contained non-defective roller bearings. Accelerometers were installed on the inboard side of the bearing adapters to measure the vibration signatures during the test. Signatures of both defective and non-defective bearings were recorded. The data were recorded on Sony Digital Audio Tape (DAT) Recorders sampling at a rate of 48 K samples per second. We used both ordinary and envelope spectral analysis to analyze the data in an effort to detect features that could be related to known defects. The spectra of non-defective bearings show no remarkable features at bearing defect frequencies. In general, the ordinary spectra of defective bearings do not exhibit remarkable features at the bearing defect frequencies. In contrast, the envelope spectra of defective bearings contain a number of highly resolved spectral lines at these frequencies. In several cases the spectral lines could be related to specific bearing defects. Based on the analysis performed to date, the envelope spectrum technique provides a promising method for detecting defects in freight car roller bearings using an on-board condition monitoring system.
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Tarawneh, Constantine M., Javier A. Kypuros, Brent M. Wilson, Todd W. Snyder, Bertha A. Gonzalez, and Arturo A. Fuentes. "A Collaborative On-Track Field Test Conducted to Verify the Laboratory Findings on Bearing Temperature Trending." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63056.
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Over the last three years, numerous laboratory tests have been conducted with the goal of identifying the root cause of the temperature trending phenomenon observed in tapered roller bearings during their field service. The experimental efforts were successful in duplicating the temperature trending phenomenon in the lab, and concluded that vibration induced roller misalignment was responsible for this troubling phenomenon; yet field verification of these findings was still missing. To this end, a collaborative on-track field test was carefully planned and executed by The Amsted Rail Company, The Union Pacific Railroad (UP), Rail Sciences Inc. (RSI), and The University of Texas-Pan American (UTPA). A locomotive, a business car, and two coal cars — one fully loaded and one empty — were made available by the UP for the purposes of this test. Four bearings that exhibited temperature trending during the laboratory testing, and two other bearings that were set-out for temperature trending by the UP, were mounted next to six high impact wheels of at least 70 kips. The impact wheels were used as external vibration sources. Three of these wheels were placed under the fully loaded coal car, and the other three under the empty car. The remaining components used in the test were all defect free bearings and wheels. All sixteen bearings were instrumented with thermocouples and accelerometers, with four additional accelerometers monitoring the track joints and defects and the car pitch and bounce. This paper provides a summary of the initial analysis of the acquired data which indicates that the field test was successful in verifying the laboratory findings.
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Alsahli, Ali, Allan M. Zarembski, and Nii Attoh-Okine. "Predicting Track Geometry Defect Probability Based on Tie Condition Using Pattern Recognition Technique." In ASME 2020 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/imece2020-23051.
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Abstract Rail transportation plays a vital role in U.S. transportation. According to the National Transportation Statistics report from the Bureau of Transportation Statistics, railroads generate 29% of ton-miles of freight, whereas air, truck, water, and pipeline transportation represent the rest of the freight traffic. In the passenger spectrum, the 2016 National Transit Summary and Trends report stated that trips using rail transit modes increased from 2012 to 2016. These facts show the importance of rail transportation in the United States and highlight the critical importance of railroad traffic safety. Based on the FRA 2016 statistics, track-related defects are the second-largest cause of rail accidents. Furthermore, track irregularities resulting from defects in these parameters lead to an increase in dynamic forces that accelerate the rate of track deterioration. Consequently, the need to monitor and detect the presence and types of defects on railway tracks arises. The availability of track geometry cars and autonomous visual inspection vehicles has made acquiring track information easier. However, the need to study and understand these data remains unfulfilled. Machine learning has recently started to gain popularity in the field of railroad research due to increasing computational capacity and the need for such tools to provide information that is more useful. Techniques such as deep convolutional neural networks (DCNN), artificial neural networks, and support vector machines have been used for prediction problems in railroad research. This paper combines engineering judgments and statistical analysis to develop analytical models to estimate the probability of developing geometry defects as a function of tie conditions. The analysis is based on data provided by Georgetown Rail’s AURORA tie inspection system and from a major US class 1 railroad track geometry cars. The data used in this analysis relates to a geometry defect dataset and a tie condition dataset. The geometry dataset covers 125,554 geometry defects taken from several years of track-geometry inspection data. The data collection period was from 2014 to 2016. Convolutional neural network models were developed to estimate the probability of defects given tie patterns, as well as the outputs of the models used to build multiple regression models. Additionally, various data analysis issues were addressed in this paper. This paper’s contribution includes predictive models of track geometry defects as a function of tie condition and position. The models provide approaches to predicting the probability of geometry defects as functions of tie conditions and positions.
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Cummings, Scott M., Patricia Schreiber, and Harry M. Tournay. "Parametric Simulation of Rolling Contact Fatigue." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74012.
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Simulations of dynamic vehicle performance were used by the Wheel Defect Prevention Research Consortium (WDPRC) to explore which track and vehicle variables affect wheel fatigue life. A NUCARS® model was used to efficiently examine the effects of a multitude of parameters including wheel/rail profiles, wheel/rail lubrication, truck type, curvature, speed, and track geometry. Results from over 1,000 simulations of a loaded 1,272 kN (286,000-pound) hopper car are summarized. Rolling contact fatigue (RCF) is one way that wheels can develop treads defects. Thermal mechanical shelling (TMS) is a subset of wheel shelling in which the heat from tread braking reduces a wheel’s fatigue resistance. RCF and TMS together are estimated to account for approximately half of the total wheel tread damage problem [1]. Other types of tread damage can result from wheel slides. The work described in this paper concerns pure RCF, without regard to temperature effects or wheel slide events. Much work has been conducted in the past decade in an attempt to model the occurrence of RCF on wheels and rails. The two primary methods that have gained popularity are shakedown theory and wear model. The choice of which model to use is somewhat dependent on the type of data available, as each model has advantages and disadvantages. The wear model was selected for use in this analysis because it can account for the effect of wear on the contacting surfaces and is easily applied to simulation data in which the creep and creep force are available. The findings of the NUCARS simulations in relation to the wear model include the following: • Degree of curvature is the single most important factor in determining the amount of RCF damage to wheels; • The use of trucks (hereafter referred to as M-976) that have met the Association of American Railroads’ (AAR) M-976 Specification with properly maintained wheel and rail profiles should produce better wheel RCF life on typical routes than standard trucks; • In most curves, the low-rail wheel of the leading wheelset in each truck is most prone to RCF damage; • While the use of flange lubricators (with or without top of rail (TOR) friction control applied equally to both rails) can be beneficial in some scenarios, it should not be considered a cure-all for wheel RCF problems, and may in fact exacerbate RCF problems for AAR M-976 trucks in some instances; • Avoiding superelevation excess (operating slower than curve design speed) provides RCF benefits for wheels in cars with standard three-piece trucks; • Small track perturbations reduce the overall RCF damage to a wheel negotiating a curve.
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Stewart, Monique, Hamed Pouryousef, Brian Marquis, Som P. Singh, and Demet Cakdi. "Receiver Operating Characteristic (ROC) Analysis on the Wheel Impact Load Detector System of Metro-North Railroad." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6202.
Повний текст джерелаАнотація:
The Federal Railroad Administration (FRA) has partnered with Metro-North Railroad (MNR), Long Island Rail Road (LIRR) and New York & Atlantic Railway (NYA) to enhance operational safety through the implementation of wayside detection systems. Currently, MNR has a four-track Wheel Impact Load Detector (WILD) system that has been operating since 2010 near the Grand Central Terminal. This paper discusses a Receiver Operating Characteristic (ROC) analysis of this existing WILD system in conjunction with the wheel maintenance practices since 2010. Currently MNR’s operating procedures require a car with wheel(s) exhibiting a vertical peak load/mean load ratio, called dynamic ratio (DR), ≥3.0 to be shopped for repair. The analysis, using a 30-day repair window after detection, shows that 84% of the cars shopped for wheel(s) with DR≥3.0 required valid maintenance repairs. The minimum number of total false records (false positive + false negative records, combined) were observed within the DR range of 2.7–2.8 when considering wheel flat defects only. An analysis of the false negative records inclusive of both flat and shell spots, showed that the minimum number of false records dropped slightly to a DR range of 2.6–2.7. The reported ROC analysis shows that MNR’s current DR≥3.0 to trigger inspection and maintenance actions is reasonable.
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Cummings, Scott M. "Prediction of Rolling Contact Fatigue Using Instrumented Wheelsets." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74013.
Повний текст джерелаАнотація:
The measured wheel/rail forces from four wheels in the leading truck of a coal hopper car during one revenue service roundtrip were used to by the Wheel Defect Prevention Research Consortium (WDPRC) to predict rolling contact fatigue (RCF) damage. The data was recorded in March 2005 by TTCI for an unrelated Strategic Research Initiatives project funded by the Association of American Railroads (AAR). RCF damage was predicted in only a small portion of the approximately 4,000 km (2,500 miles) for which data was analyzed. The locations where RCF damage was predicted to occur were examined carefully by matching recorded GPS and train speed/distance data with track charts. RCF is one way in which wheels can develop tread defects. Thermal mechanical shelling (TMS) is a subset of wheel shelling in which the heat from tread braking reduces a wheel’s fatigue resistance. RCF and TMS together are estimated to account for approximately half of the total wheel tread damage problem [1]. Other types of tread damage can result from wheel slides. The work described in this paper is concerning pure RCF, without regard to temperature effects or wheel slide events. It is important that the limitations of the analysis in this paper are recognized. The use of pre-existing data that was recorded two years prior to the analysis ruled out the possibility of determining the conditions of the track when the data was recorded (rail profile, friction, precise track geometry). Accordingly, the wheel/rail contact stress was calculated with an assumed rail crown profile radius of 356-mm (14 inches). RCF was predicted using shakedown theory, which does not account for wear and is the subject of some continuing debate regarding the exact conditions required for fatigue damage. The data set analyzed represents the wheel/rail forces from two wheelsets in a single, reasonably well maintained car. Wheelsets in other cars may produce different results. With this understanding, the following conclusions are made. - RCF damage is predicted to accumulate only at a small percentage of the total distance traveled. - RCF damage is predicted to accumulate on almost every curve 4 degrees or greater. - RCF damage is primarily predicted to accumulate while the car is loaded. - RCF damage is predicted to accumulate more heavily on the wheelset in the leading position of the truck than the trailing wheelset. - No RCF damage was predicted while the test car was on mine property. - Four unique curves (8 degrees, 7 degrees, 6 degrees, and 4 degrees) accounted for nearly half of the predicted RCF damage of the loaded trip. In each case, the RCF damage was predicted to accumulate on the low-rail wheel of the leading wheelset. - Wayside flange lubricators are located near many of the locations where RCF damage was predicted to accumulate, indicating that simply adding wayside lubricators will not solve the RCF problem. - The train was typically being operated below the balance speed of the curve when RCF damage was predicted to occur. - The worst track locations for wheel RCF tend to be on curves of 4 degrees or higher. For the route analyzed in this work, the worst locations for wheel RCF tended to be bunched in urban areas, where tight curvature generally prevails.
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Cakdi, Sabri, Scott Cummings, and John Punwani. "Heavy Haul Coal Car Wheel Load Environment: Rolling Contact Fatigue Investigation." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5640.
Повний текст джерелаАнотація:
Railway wheels and rails do not achieve full wear life expectancy due to the combination of wear, plastic deformation, and surface, subsurface, and deep subsurface cracks. Sixty-seven percent of wheel replacement and maintenance in North America is associated with tread damage [1]. Spalling and shelling are the two major types of wheel tread damage observed in railroad operations. Spalling and slid flat defects occur due to skidded or sliding wheels caused by, in general, unreleased brakes. Tread shelling (surface or shallow subsurface fatigue) occurs due to cyclic normal and traction loads that can generate rolling contact fatigue (RCF). Shelling comprises about half of tread damage related wheel replacement and maintenance. The annual problem size associated with wheel tread RCF is estimated to be in the tens of millions of dollars. The total cost includes maintenance, replacement, train delays and fuel consumption. To study the conditions under which RCF damage accumulates, a 36-ton axle load aluminum body coal car was instrumented with a high accuracy instrumented wheelset (IWS), an unmanned data acquisition (UDAC) system, and a GPS receiver. This railcar was sent to coal service between a coal mine and power plant, and traveled approximately 1,300 miles in the fully loaded condition on each trip. Longitudinal, lateral, and vertical wheel-rail forces were recorded continuously during four loaded trips over the same route using the same railcar and instrumentation. The first two trips were conducted with non-steering 3-piece trucks and the last two trips were conducted with passive steering M-976 compliant trucks to allow comparison of the wheel load environment and RCF accumulation between the truck types. RCF initiation predictions were made using “Shakedown Theory” [2]. Conducting two trips with each set of trucks allowed for analysis of the effects of imbalance speed conditions (cant deficiency or excess cant) at some curves on which the operating speeds varied significantly between trips.
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Krisdtan, Joseph, Daniel Stone, and John Elkins. "Effect of Wheel Loading on the Occurrence of Vertical Split Rim Wheel Failures." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-59049.
Повний текст джерелаАнотація:
The recent appearance of vertical split rim (VSR) wheel failures has presented North American railroads with a new mode of wheel failure. These failures originate from tread shelling as a result of rolling contact fatigue (RCF). One or more of the shallow RCF cracks initiate a brittle fracture that causes the separation of a large portion of the front or back of the wheel rim as shown in Figures 1, 2, and 3. TTCI is leading a consortium made up of railroads, suppliers, car owners, and the Federal Railroad Administration (FRA) to investigate wheel defects. VSR research is at the forefront of that effort.
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Sura, Venkata S., and Sankaran Mahadevan. "Shattered Rim Failure Modeling in Railroad Wheels." In ASME 2010 Rail Transportation Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/rtdf2010-42028.
Повний текст джерелаАнотація:
Shattered rim cracking, propagation of a sub-surface crack parallel to the tread surface, is one of the dominant railroad wheel failure types observed in North America. This crack initiation and propagation life depends on several factors, such as wheel rim thickness, wheel load, residual stresses in the rim, and the size and location of material defects in the rim. This paper investigates the effect of above mentioned parameters on shattered rim cracking, using finite element analysis and fracture mechanics. This cracking is modeled using a three-dimensional, multi-resolution, elastic-plastic finite element model of a railroad wheel. Material defects are modeled as mathematically sharp cracks. Rolling contact loading is simulated by applying the wheel load on the tread surface over a Hertzian contact area. The equivalent stress intensity factor ranges at the subsurface crack tips are estimated using unimodal stress intensity factors obtained from the finite element analysis and a mixed-mode crack growth model. The residual stress and wheel wear effects are also included in modeling shattered rim cracking.