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Journal articles on the topic 'Railway wheels'
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1
Mikhailov, Evgeny, Stanislav Semenov, Hanna Shvornikova, Juraj Gerlici, Maxim Kovtanets, Ján Dižo, Miroslav Blatnický, and Jozef Harušinec. "A Study of Improving Running Safety of a Railway Wagon with an Independently Rotating Wheel’s Flange." Symmetry 13, no. 10 (October 17, 2021): 1955. http://dx.doi.org/10.3390/sym13101955.
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The main objective of this work is to study the possibilities of improving the running safety of a railway wagon with independently rotating wheels by changing their design symmetrically mounted on an axle. The article provides a discussion of the advantages and disadvantages of using the independently rotating wheels in a bogie of railway wagons. Their increasing tendency of derailment is described. The influence of a perspective constructive scheme (PKS) of railway wagon wheels in comparison with a traditional constructive scheme (TKS) on running safety due to the climbing of a wheel flange onto a rail is studied. This work introduces a conceptual proposition of a technical solution to railway wheel design as well as containing the results of both analytical calculations as well as the results of multibody simulations. A PKS wheel design for a railway wheel is designed that allows independent rotation of its tread surface and of a guiding surface (i.e., of a flange) to each other, which both are arranged symmetrically on a wheelset axle. It brings features of the distribution of friction forces generating in a flange contact when the wheel with a TKS and with PKS move on a rail. It is possible to conclude with the help of the obtained results that the use of wheels with the PKS is advisable for the reduction of the running resistance as well as for increasing the running safety of railway wagons.
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Goo, Byeong Choon, and Jung Won Seo. "Finite Element Analysis of the Rolling Contact Fatigue Life of Railcar Wheels." Materials Science Forum 575-578 (April 2008): 1461–66. http://dx.doi.org/10.4028/www.scientific.net/msf.575-578.1461.
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Railcar wheels and axles belong to the most critical components in railway vehicles. The service conditions of railway vehicles have been more severe in recent years due to speed-up. Therefore, a more precise evaluation of railcar wheel life and safety has been requested. Wheel/rail contact fatigue and thermal cracks due to braking are two major mechanisms of the railcar wheel failure. One of the main sources influencing on the contact zone failure is residual stress. The residual stress in wheels formed during heat treatment in manufacturing changes in the process of braking. Thus the fatigue life of railcar wheels should be estimated by considering both thermal stress and rolling contact. Also, the effect of residual stress variation due to manufacturing process and braking process should be included in simulating contact fatigue behavior. In this paper, an evaluation procedure for the contact fatigue life of railcar wheels considering the effects of residual stresses due to heat treatment, braking and repeated contact load is proposed. And the cyclic stressstrain history for fatigue analysis is simulated by finite element analysis for the moving contact load.
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Tao, Gongquan, Zefeng Wen, Xuesong Jin, and Xiaoxuan Yang. "Polygonisation of railway wheels: a critical review." Railway Engineering Science 28, no. 4 (September 29, 2020): 317–45. http://dx.doi.org/10.1007/s40534-020-00222-x.
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AbstractPolygonisation is a common nonuniform wear phenomenon occurring in railway vehicle wheels and has a severe impact on the vehicle–track system, ride comfort, and lineside residents. This paper first summarizes periodic defects of the wheels, including wheel polygonisation and wheel corrugation, occurring in railways worldwide. Thereafter, the effects of wheel polygonisation on the wheel–rail interaction, noise and vibration, and fatigue failure of the vehicle and track components are reviewed. Based on the different causes, the formation mechanisms of periodic wheel defects are classified into three categories: (1) initial defects of wheels, (2) natural vibration of the vehicle–track system, and (3) thermoelastic instability. In addition, the simulation methods of wheel polygonisation evolution and countermeasures to mitigate wheel polygonisation are presented. Emphasis is given to the characteristics, effects, causes, and solutions of wheel polygonisation in metro vehicles, locomotives, and high-speed trains in China. Finally, the guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel polygonisation.
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Babachenko, A. I., H. A. Kononenko, Zh A. Dementieva, and R. V. Podolskyi. "Comparative researches of the quality indicators of the railway wheels of various methods of manufacture." Metallurgicheskaya i gornorudnaya promyshlennost, no. 1 (2019): 54–61. http://dx.doi.org/10.33101/s001-120019.
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Methodology. To identify the macrostructure of the metal of the wheels, deep hot etching was performed with a 50% aqueous hydrochloric acid solution according to GOST 10243. An assessment of the contamination of the metal of the wheels under study was performed in accordance with GOST 1778. The microstructure was detected by etching in 4% alcoholic nitric acid solution. Tensile tests of steel rims and wheel disks were carried out in accordance with GOST 1497, hardness according to GOST 9012, impact strength was determined according to GOST 9454. The results of mechanical tests were checked for compliance with the requirements of DSTU GOST 10791: 2016 Findings. The macro and microstructures of cast and solid-rolled railway wheels were studied. It was established that due to the characteristics of the production of cast railway wheels (the wheel rim crystallizes, feeding on liquid metal through a disk, then the disk and hub crystallize), all three zones that are observed in a steel ingot (a zone of fine-grained crust, columnar crystals and equiaxial crystals) are observed and in each element of the cast railway wheel. In the metal of the rim of the cast wheel, the average score of sulfides is 3 points, which does not meet the requirements of GOST 10791: 2016, and the sulfide inclusions in the whole-rolled railway wheel do not exceed 2 on the C scale of GOST 1778-70. It is shown that the microstructure of a cast railway wheel consists of perlite, has a heterogeneous structure (strongly and weakly treated strips), the formation of which is explained by the presence of dendritic segregation, which occurs in the process of crystallization. In the solid-rolled wheel, segregation heterogeneity is weakly expressed, the microstructure is ferritic-pearlitic, homogeneous. The cast wheels of class C according to the strength properties satisfy the requirements of DSTU GOST 10791: 2016 for wheels made of steel grade T, but do not meet the requirements for plastic and viscous characteristics. Originality. The influence of the production method (casting, hot plastic deformation) on the quality indicators of railway wheels has been established. Practical value. Since the metal of a cast railway wheel of class C has low values of reliability indicators, the use of cast railway wheels is possible, apparently, only on closed routes with special operating conditions. Keywords: cast railway wheels, all-rolled railway wheels, microstructure, macrostructure, crystallization, properties.
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Nielsen, J. C. O., and A. Johansson. "Out-of-round railway wheels-a literature survey." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 214, no. 2 (March 1, 2000): 79–91. http://dx.doi.org/10.1243/0954409001531351.
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This literature survey discusses the state-of-the-art in research on why out-of-round railway wheels are developed and on the damage they cause to track and vehicle components. Although the term out-of-round wheels can be attributed to a large spectrum of different wheel defects, the focus here is on out-of-round wheels with long wavelengths, such as the so-called polygonalization with 1-5 harmonics (wavelengths) around the wheel circumference. Topics dealt with in the survey include experimental detection of wheel/rail impact loads, mathematical models to predict the development and consequences of out-of-round wheels, criteria for removal of out-of-round wheels and suggestions on how to reduce the development of out-of-round wheels.
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Mikhailov, E., S. Semenov, V. Tkachenko, and S. Sapronova. "Reduction of Kinematic Resistance To Movement Of the Railway Vehicles." MATEC Web of Conferences 235 (2018): 00033. http://dx.doi.org/10.1051/matecconf/201823500033.
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The aim of the work is to reduce the train rolling resistance to movement the railway vehicles. The article proves the expediency of changing the constructive scheme of railway vehicle wheel, which allows independent rotation their wheel mounting surface rolling and the guide surface (flange). There has been carried out the classification and analysis of the advantages and disadvantages of various structural schemes wheels of the railway vehicles. There has been analyzed the Features resistance to movement wheels of traditional and perspective constructive scheme. The obtained results allow drawing a conclusion about the possibility of a significant reduction in train rolling resistance to movement of railway vehicles with wheels perspective constructive scheme.
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Kwon, Seok Jin, Dong Hyung Lee, Sung Tae Kwon, and Byeong Choon Goo. "Failure Analysis of Railway Wheel Tread." Key Engineering Materials 321-323 (October 2006): 649–53. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.649.
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The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spalling after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for introduction of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replica of wheel surface and effect of braking application in field test are carried out. The result shows that the surface cracks in railway wheel tread are due to combination of thermal loading and ratcheting.
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Kwon, Seok Jin, Jung Won Seo, Dong Hyung Lee, and Chan Woo Lee. "Damage Mechanism of Wheel for High Speed Train Based on Fracture Mechanics." Key Engineering Materials 326-328 (December 2006): 1047–50. http://dx.doi.org/10.4028/www.scientific.net/kem.326-328.1047.
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The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spalling after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for introduction of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replica of wheel surface and effect of braking application in field test are carried out. The result shows that the surface cracks in railway wheel tread are due to combination of thermal loading and ratcheting.
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Milosevic, Milos, Dusan Stamenkovic, Andrija Milojevic, and Misa Tomic. "Modeling thermal effects in braking systems of railway vehicles." Thermal Science 16, suppl. 2 (2012): 515–26. http://dx.doi.org/10.2298/tsci120503188m.
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The modeling of thermal effects has become increasingly important in product design in different transport means, road vehicles, airplanes, railway vehicles, and so forth. The thermal analysis is a very important stage in the study of braking systems, especially of railway vehicles, where it is necessary to brake huge masses, because the thermal load of a braked railway wheel prevails compared to other types of loads. In the braking phase, kinetic energy transforms into thermal energy resulting in intense heating and high temperature states of railway wheels. Thus induced thermal loads determine thermomechanical behavior of the structure of railway wheels. In cases of thermal overloads, which mainly occur as a result of long-term braking on down-grade railroads, the generation of stresses and deformations occurs, whose consequences are the appearance of cracks on the rim of a wheel and the final total wheel defect. The importance to precisely determine the temperature distribution caused by the transfer process of the heat generated during braking due to the friction on contact surfaces of the braking system makes it a challenging research task. Therefore, the thermal analysis of a block-braked solid railway wheel of a 444 class locomotive of the national railway operator Serbian Railways is processed in detail in this paper, using analytical and numerical modeling of thermal effects during long-term braking for maintaining a constant speed on a down-grade railroad.
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Sapronova, S., V. Tkachenko, N. Braikovska, and Y. Zub. "SCIENTIFIC APPROACH TO THE METHODS OF INCREASING THE LIFE CYCLE OF WHEELS OF RAILWAY VEHICLES." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies" 1, no. 38 (December 24, 2021): 164–72. http://dx.doi.org/10.32703/2617-9040-2021-38-161-15.
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The value of the life cycle of rolling stock wheels is determined by the frequency of maintenance, in the process of which the turning is carried out to restore the profiles of the rolling surfaces, or the replacement of completely worn wheels. Traffic safety depends on the technical condition of the wheels of locomotives and wagons. Maintenance and repair of wheelsets accounts for about 30% of all costs of Ukrzaliznytsia's rolling stock repair units. Wheel repair technologies are based on the complete restoration of wheel profiles by turning, using which, their life cycle is reduced, and costs increase by 20% or more. The railways of Ukraine use an outdated, unreasonable, inefficient system of control over the formation of rolling surfaces in operation. Therefore, there is a need to create a scientifically sound approach to methods of extending the life cycle of the wheels of locomotives and wagons while ensuring the safety of railway rolling stock. According to the proposed scientific approach, the wheel profile is restored to optimal parameters, which provides an extended life cycle of wheelsets. As a result of the developed scientific approach the life cycle of wheel pairs will increase by 15… 25% and the expenses of the railway for their repair will considerably decrease.
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Wang, Zhi Chen, Ying Song, and Ying Ming Shen. "A New Monitoring Method of Wheel/Rail Contact Forces Caused by Out-of-Round Railway Wheels." Applied Mechanics and Materials 178-181 (May 2012): 1125–30. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1125.
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Traditional methods of wheel-rail contact forces measurement all need strain gauges on wheel sets or rails. The shortcomings of strain gauges such as zero-drift, poor anti-interference property and instability of test system can’t meat wheel/rail force test requirements in high-speed railways. A method based on PVDF piezoelectric sensing technology is presented for the test of wheel/rail contact force. Firstly, on the basis of the theory of vehicle-track coupling dynamics and by means of simulation software ADAMS/Rail, a three-dimensional train-track simulation model is established. Secondly, the modes and characteristics of wheel/rail impact vibrations due to non-roundness of railway wheels are investigated in high-speed railway operation. The relationship between the range for acceptable roundness values and vehicle speed is determined. Finally, the view that it is of important significance to establish wheel/rail force real-time monitoring system is expanded, so that abnormal conditions caused by out-of-round wheels can be detected in time, to ensure high-speed railway traffic safety. The study is very important for enhancing the stability and economy signification of rail transmission.
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Zhang, Guan Zhen, Rui Ming Ren, and Hong Xiang Yin. "Typical Failure Forms and Cause Analysis of High Speed Railway Wheels." Materials Science Forum 944 (January 2019): 439–47. http://dx.doi.org/10.4028/www.scientific.net/msf.944.439.
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In recent years, high speed railway technology has developed rapidly in China. Long routing of high-speed trains, low temperatures, corrosive environments and sand damage are unique to China’s operating environment. As an important safety component of rolling stock, the safety and reliability of the wheels is of deep concern and high value. It is significant to carefully study and systematically summarize the damage from different failure types in high-speed railway wheels under current conditions, and determine the influencing factors and mechanisms of wheel failures in order to improve railway operation safety. In this paper, the damage forms of high-speed railway wheels in China are introduced, and the main influencing factors of wheel failure are discussed in combination with wheel damage characteristics. What’s more, damage mechanism is analyzed aiming at providing theoretical references for reducing failure rate and improving train operation quality.
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Wise, S. "Railway Wheelsets—a Critical Review." Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering 201, no. 4 (October 1987): 257–71. http://dx.doi.org/10.1243/pime_proc_1987_201_185_02.
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This paper gives a brief history of the evolution of wheelsets and then outlines the changes that have occurred in their design in the last 30 years, mainly due to the change to diesel and electric traction. Technical problems are discussed and the principal lines of research which have been followed are described. As a result, tyred wheel centres have largely been replaced by monobloc wheels with hardened treads, disc brakes have been introduced and the unmachined cast steel wheel has become a serious competitor to the traditional forged and rolled wheel. Of great importance is the introduction of computer analysis of wheel stresses which has led to modifications to the wheelset to reduce stress and to set limiting values.
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Seo, Jung Won, Byeong Choon Goo, Heung Chai Chung, Jae Boong Choi, and Young Jin Kim. "The Effects of Residual Stress of Contact Fatigue Life for Railway Wheels." Key Engineering Materials 297-300 (November 2005): 115–21. http://dx.doi.org/10.4028/www.scientific.net/kem.297-300.115.
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Railway wheels and axles belong to the most critical components in railway vehicles. The service conditions of railway vehicles became more severe in recent years due to the increase of speed. Therefore, a more precise evaluation of railway wheel life and safety has been requested. Wheel/rail contact fatigue and thermal cracks due to braking are two major mechanisms of the railway wheel failure. One of the main sources of the contact zone failure is the residual stress. The residual stress on wheel is formed during the manufacturing process which includes a heat treatment, and then, is changed in the process of braking which results in wheel/rail contact stress and thermal stress. In this paper, an evaluation procedure for the contact fatigue life of railway wheel including residual stress is proposed. Also, the cyclic stress history for fatigue analysis is simulated by applying finite element analysis for the moving contact load. As a result, a fatigue life estimation methodology is proposed for railway wheels which includes the effects of residual stresses due to heat treatment, braking and repeated contact load, respectively.
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ATKIN, R. J., W. D. COLLINS, and P. E. RAWLINS. "Modelling Railway Wheels." Teaching Mathematics and its Applications 13, no. 4 (1994): 167–73. http://dx.doi.org/10.1093/teamat/13.4.167.
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Kwon, Seok Jin, Dong Hyung Lee, Jung Won Seo, and Chan Woo Lee. "Evaluation of Surface and Internal Defects of Railway Wheel using Induced Current Focusing Potential Drop." Key Engineering Materials 321-323 (October 2006): 1483–86. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.1483.
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In the present paper, the induced current focusing potential drop (ICFPD) technique is applied to the detection of surface and internal defects for railway wheels. To detect the defects for railway wheels, the sensors for ICFPD are optimized and the tests are carried out with respect to 4 surface defects and 3 internal defects each other. The results show that the surface defect of 0.5 mm and internal crack of 1.0 mm apart from surface of wheel tread could be detected by using this method. The ICFPD method is useful to detect the defect that initiated in the tread of railway wheels.
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Mei, T. X., and R. M. Goodall. "Practical Strategies for Controlling Railway Wheelsets Independently Rotating Wheels." Journal of Dynamic Systems, Measurement, and Control 125, no. 3 (September 1, 2003): 354–60. http://dx.doi.org/10.1115/1.1592191.
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This paper presents the development of an active control strategy for railway vehicles with independently rotating wheels. The proposed control scheme is intuitively formulated with a simple control structure and adaptive to vehicle speed. It does not require basic guidance measurements (e.g., wheel-rail deflection and angle of attack) that are expensive and impractical to implement. Speed sensors are used to measure the relative rotational speed of the two wheels on a same axle and sensors are also used to measure the relative yaw velocity of the wheelset and the body it is connected. Both curving performance and passenger ride comfort of the actively controlled vehicle are compared with that of a typical passive vehicle and an optimal control scheme.
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Lisowski, Filip, and Edward Lisowski. "Optimization of ER8 and 42CrMo4 Steel Rail Wheel for Road–Rail Vehicles." Applied Sciences 10, no. 14 (July 8, 2020): 4717. http://dx.doi.org/10.3390/app10144717.
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Railway track maintenance services aim to shorten the time of removing failures on the railways. One of the most important element that shorten the repair time is the quick access to the failure site with an appropriate equipment. The use of road-rail vehicles is becoming increasingly important in this field. In this type of constructions, it is possible to use proven road vehicles such as self-propelled machines or trucks running on wheels with tires. Equipping these vehicles with a parallel rail drive system allows for quick access to the failure site using both roads and railways. Steel rail wheels of road-rail vehicles are designed for specific applications. Since the total weight of vehicle is a crucial parameter for roadworthiness, the effort is made to minimize the mass of rail wheels. The wheel under consideration is mounted directly on the hydraulic motor. This method of assembly is structurally convenient, as no shafts or intermediate couplings are required. On the other hand, it results in strict requirements for the wheel geometry and can cause significant stress concentration. Therefore, the problem of wheel geometry optimization is discussed. Consideration is given to the use of ER8 steel for railway application and 42CrMo4 high-strength steel. Finite element analysis within Ansys software and various optimization tools and methods, such as random tool, subproblem approximation method and first-order method are applied. The obtained results allow to minimize the rail wheel mass with respect to the used material. Moreover, computational demands and methods leading to the best results are compared.
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TOTH, Constantin Silviu, and Silviu Dănuți MĂCUȚĂ. "REVIEW ON THE FATIGUE BEHAVIOR OF THE WHEELS OF RAILWAY VEHICLES IN CONTACT WITH RAIL." Mechanical Testing and Diagnosis 9, no. 4 (January 15, 2020): 5–11. http://dx.doi.org/10.35219/mtd.2019.4.01.
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Rail transport is essential to the EU's strategy for a more sustainable transport sector, economic and social cohesion and connecting Europeans at and between each Member State. EU trend is to support the railway sector as a clean, main mode of transport at European level. The European rail system carries around 1.6 billion tones of freight and 9 billion passengers each year. The railway sector has a substantial contribution to the EU economy, directly employing over 1 million people. With the technological evolution of railway vehicles, it is important to focus on safety issues. Wheels are one of the most critical components of railway vehicles, as their failure can lead to derailment. Therefore, an exact project on the control of the problem of wheel fatigue and knowledge of the effective parameters on their life, can improve the life of the whole structure. Due to the fact that the nature of the loads applied to the wheels is repeated, fatigue is very common mechanism of damage that can occur in several ways, such as: nucleation and growth of fatigue cracks, spalling, shelling, and so forth. The main sources of these phenomena are the rolling contact loads, the thermal loads between the wheel-rail and the wheel-brake block, created in the braking phase, the presence of structural defects in the wheel material; it follows that they cannot be omitted in a rigorous design. Increasing of speed aggravates these factors and exacerbates the problem of thermal fatigue of the wheels. In this paper we present a series of studies that focused on the wear of the wheels of railway vehicles in contact with the steering track (rail) to fatigue.
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Suparno, Joko, Dimas Ardiansyah Halim, Junaidi, Ady Setiawan, Marwan Effendy, and J. Jamari. "Graphite as Dry Lubricant to Reduce Rail Wheels Wear Level." Materials Science Forum 961 (July 2019): 126–33. http://dx.doi.org/10.4028/www.scientific.net/msf.961.126.
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Wear occurs in rail wheels due to varying surface contact between wheel and railway. Many materials are used to minimize the wear effect of friction, one of which is graphite. Graphite has been known having dry lubricating ability. To find out the effect of graphite lubrication on wear level of wheel and railway, an experiment-based research is important to conduct. This research started with designing the construction of disc-on-disc wear testing instrument, wheel specimen using EMS45 material and railway specimen using VCL140 material. Dry lubricant used was graphite bar polished onto wheel specimen surface. The result of research showed that graphite could adhere to wheel surface and penetrate into the fissures of contact between wheel and railway. Varying graphite polishing conducted once in 5 minutes and 10 minutes resulted in different volume of graphite filling in the fissures of wheel specimen surface. The more the graphite volume polished onto wheel specimen surface, the less is the material loss due to surface contact. Graphite’s ability of filling in this contact area fissure when administered in appropriate volume would enable graphite to be a good dry lubricant. If this graphite polishing technique is applied to rail wheels, it would be beneficial, as it can lengthen the wheel life.
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Markov, D. P. "Tribology of rail bogie." Vestnik of the Railway Research Institute 77, no. 4 (August 28, 2018): 230–40. http://dx.doi.org/10.21780/2223-9731-2018-77-4-230-240.
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Railway bogie is the basic element that determines the force, kinematic, power and other parameters of the rolling stock, and its movement in the railway track has not been studied enough. Classical calculation of the kinematic and dynamic parameters of the bogie's motion with the determination of the position of its center of rotation, the instantaneous axes of rotation of wheelsets, the magnitudes and directions of all forces present a difficult problem even in quasi-static theory. The paper shows a simplified method that allows one to explain, within the limits of one article, the main kinematic and force parameters of the bogie movement (installation angles, clearance between the wheel flanges and side surfaces of the rails), wear and contact damage to the wheels and rails. Tribology of the railway bogie is an important part of transport tribology, the foundation of the theory of wheel-rail tribosystem, without which it is impossible to understand the mechanisms of catastrophic wear, derailments, contact fatigue, cohesion of wheels and rails. In the article basic questions are considered, without which it is impossible to analyze the movement of the bogie: physical foundations of wheel movement along the rail, types of relative motion of contacting bodies, tribological characteristics linking the force and kinematic parameters of the bogie. Kinematics and dynamics of a two-wheeled bogie-rail bicycle are analyzed instead of a single wheel and a wheelset, which makes it clearer and easier to explain how and what forces act on the bogie and how they affect on its position in the rail track. To calculate the motion parameters of a four-wheeled bogie, it is represented as two two-wheeled, moving each on its own rail. Connections between them are replaced by moments with respect to the point of contact between the flange of the guide wheel and the rail. This approach made it possible to give an approximate estimation of the main kinematic and force parameters of the motion of an ideal bogie (without axes skewing) in curves, to understand how the corners of the bogie installation and the gaps between the flanges of the wheels and rails vary when moving with different speeds, how wear and contact injuries arise and to give recommendations for their assessment and elimination.
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Xue, A. S., Y. X. Zhao, and B. Yang. "Interference Fit Design Assessment and Improvement for the Railway Wagon Wheelset with 30 Ton Axle Weigh." Advanced Materials Research 658 (January 2013): 318–22. http://dx.doi.org/10.4028/www.scientific.net/amr.658.318.
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Design reliability is analyzed for the interference fits of the railway wagon wheelset with 30 ton axle weigh. Aim focus on eliminating fretting fatigue damage of the wheelset. An extreme wheelset loads set is deduced by which can yields the thermal mechanical loads on the wheel same to the code AAR S 660. Integrated wheelset model of finite element method is applied to calculate the stresses on the fits to consider the physical fit relationship of wheelset, in which the rail pieces, wheels, axle, bearings, and adapters are fitted together by contact phases. It is revealed that the fits are all in the press stress states for the original design. But the stresses seem smaller than the least reasonable value for the reliable fits between wheels-axle. An improvement suggestion is provided to rise the fit scale to 0.23 mm equal to 0.01 percentage of the wheel-hub hole diameter. Calculation results verify that the press stresses have been controlled in the reasonable range.
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Igwemezie, Jude O., M. Saeed mirza, and J. F. Scott. "Field test of an open deck railway bridge with concrete ties." Canadian Journal of Civil Engineering 16, no. 4 (August 1, 1989): 417–25. http://dx.doi.org/10.1139/l89-071.
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Prestressed concrete ties offer an alternative to the timber ties which are used presently on North American open deck railway bridges. This paper presents the results of a field study of an open deck railway bridge equipped with precast prestressed concrete ties subjected to a special work train and regular railway traffic. The results of the study show that a train with smooth wheels does not overload the bridge deck. When wheel defects are present, the bridge deck loading is speed-dependent and consists of distinct static and dynamic components. Test results show that the tie design loads are underestimated. The impact on the bridge deck due to the defective wheels was also found not to amplify the response of the bridge longitudinal steel girders. Key words: bearing pads, impact load, railway bridge, load distribution, dynamic load factor, open deck, precast prestressed concrete, ties, wheels.
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Ćirić, Ivan, Milan Banić, Miloš Simonović, Aleksandar Miltenović, Dušan Stamenković, and Vlastimir Nikolić. "TOWARDS MACHINE VISION BASED RAILWAY ASSETS PREDICTIVE MAINTENANCE." Facta Universitatis, Series: Automatic Control and Robotics 19, no. 2 (December 8, 2020): 125. http://dx.doi.org/10.22190/fuacr2002125c.
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The main goal of this paper is to present novel technologies that can contribute to safety, competitiveness, efficiency and operational reliability of Railway infrastructure through the development of innovative solutions for measuring and monitoring of railway assets based on machine vision. Measuring the transversal position of the wheels on the rail, as well as identification of the defects of the wheel and the rail (such as deformation of rail head edge, lateral wear, worn wheels, cracks in wheel and rail, rolling contact fatigue, corrugation and other irregularities) can increase reliability and lower maintenance costs. Currently, there is a need on the market for the innovative solution, namely the on-board high-speed stereo camera system augmented with a system that projects custom pattern (fringe scanner system) for measuring the transversal position of the wheels on the rail, robust to environmental conditions and waste along the track that can provide reliable measurements of transversal position of the wheels up to 200 km/h. New trends in Precise Industrial 3D Metrology are showing that stereo vision is an absolute must have in modern specialized optical precision measuring systems for the three-dimensional coordinate measurement.
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Meywerk, M. "Polygonalization of railway wheels." Archive of Applied Mechanics (Ingenieur Archiv) 69, no. 2 (March 26, 1999): 105–20. http://dx.doi.org/10.1007/s004190050208.
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Liu, Yang, Jian Xin Liu, and Yu Jiang Guo. "Study on Dynamic Simulation Input Form of Locomotive Wheel Flat." Applied Mechanics and Materials 215-216 (November 2012): 946–49. http://dx.doi.org/10.4028/www.scientific.net/amm.215-216.946.
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For the railway vehicles,flat damage on wheels is a very common defects,the sudden impact and vibration caused by flat damage on wheels endangers the wheels and the rail components a lot.The cause for flat damage on wheels,its physical characteristic, geometric representation,and its precaution are discussed in this paper,and applied to the Simpack multi-body dynamics software, a input form for flat damage on wheel was given.
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Суслов, Анатолий, Anatoliy Suslov, Олег Федонин, Oleg Fedonin, Олег Горленко, Oleg Gorlenko, Михаил Шалыгин, Mikhail Shalygin, Леонид Захаров, and Leonid Zakharov. "Innovation technologies in mechanical engineering ensuring life increase of railway wheels and rails." Science intensive technologies in mechanical engineering 2019, no. 7 (July 1, 2019): 3–8. http://dx.doi.org/10.30987/article_5cf7bd2f83f6b5.55900953.
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In the paper it is shown that railway wheels and rails life depends considerably upon wear-resistance of their tread working surfaces. There is presented an innovation technology of a railway wheel tread electromechanical processing allowing the increase of its life. The innovation technology of railway wheel working tread electromechanical processing allowing its life increase is shown. The innovation technology for rail working tread allowing its life increase is given.
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Bureika, Gintautas, Leonas Povilas Lingaitis, and Šarūnas Mikaliūnas. "INVESTIGATION OF DYNAMIC MODELS OF INDEPENDENTLY ROTATING WHEELS OF WAGONS." TRANSPORT 19, no. 1 (February 28, 2004): 28–31. http://dx.doi.org/10.3846/16484142.2004.9637949.
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The article deals with the modelling of independently rotating wheels (IRW) systems for wagons. The research work of the intensity of rolling stock wheels rims and flanges is observed. The main performance objectives of IRW are to reduce winding of wheel‐sets, to enable railway rolling stocks to achieve higher speeds, to decrease wear of rail and wheel rolling surface, to improve the performance on railway curves and to reduce lateral displacement on rails. IRW with profiled tread are examined and the mathematical model of these IRW is created. Finally, the peculiarities of the stability and wearing characteristics of such IRW systems are presented.
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Liang, B., and S. D. Iwnicki. "Independently Rotating Wheels with Induction Motors for High-Speed Trains." Journal of Control Science and Engineering 2011 (2011): 1–7. http://dx.doi.org/10.1155/2011/968286.
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Railway vehicles with conventional wheelsets often experience problems of lateral instabilities or severe wear when running at high speed. The use of an independently rotating wheelset (IRW) can potentially eliminate the cause of wheelset hunting and reduce wheel wear as the mechanical feedback mechanism causing the problem is decoupled. This paper presents an investigation into the design of a novel induction motor configuration and controller for IRW in order to provide the stability required to satisfy the performance requirements for railway vehicles. A computer model of the mechanical and electrical parts of the system was developed. Simulation and experiments of the wheelsets with active driving motor control have demonstrated that a wheelset with independently driven wheels has a good stability performance over a traditional wheelset. Controllers with indirect field orientation control for dynamic control of an induction motor have shown to be suitable for this application in both its response and its controllability.
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Song, Chang-Yong, and Ha-Yong Choi. "Multi-Objective Profile Design Optimization to Minimize Wear Damage and Surface Fatigue of City Train Wheel." Applied Sciences 12, no. 8 (April 13, 2022): 3940. http://dx.doi.org/10.3390/app12083940.
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Wear and fatigue of wheels have a great effect on the maintenance of railway vehicles and running safety. In the case of an urban railway where no rail lubrication system is installed, it is reported that the risk of wheel damage is high in curved sections. In the present study, we intended to present a method of designing a wheel profile of city trains that can minimize wear and fatigue in curved sections, using the multi-objective optimization method. In multi-objective optimization, we explored a wheel profile design that can reduce wear and fatigue of wheels at the same time, while also satisfying the design performance constraints, such as the safety against derailment and contact force between rails and wheels. A multi-body dynamic analysis was conducted for design performance evaluation, and the best wheel profile design was produced utilizing the analysis result. A wheel profile with minimized wear, a wheel profile with minimized surface fatigue, and a wheel profile with both minimized wear and surface fatigue that can improve the performance of city train wheels were presented respectively using a Pareto-optimal Solution, which is the result of multi-objective optimization. The running safety performances such as derailment and lateral force of the optimized wheel profiles showed improved characteristics when compared to those of the initial wheel profile.
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Kwon, Seok Jin, Jung Won Seo, Dong Hyung Lee, and Sung Tae Kwon. "Assessment of Thermal Damage for Railway Wheel of Long-Term Running." Key Engineering Materials 488-489 (September 2011): 194–97. http://dx.doi.org/10.4028/www.scientific.net/kem.488-489.194.
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The railway wheel in long-term running had experienced the wheel damage due to fatigue crack and shelling. The damaged wheel in railway vehicle would cause a poor ride comfort, a rise in the maintenance cost and even fracture of the wheel, which then leads to a tremendous social and economical cost. It is necessary to evaluate long-term damage of railway wheel in order to ensure the safety of wheel. To evaluate the damage for railway wheels, the measurements for the replication of wheel surface and residual stress of railway wheel using x-ray diffraction system were carried out. The result shows that the residual stress of wheel is depend on the running distance and thermal gradient during brake application also that the replication test can be applied in new evaluation method of wheel damage.
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Xue, A. S., Y. X. Zhao, and B. B. Du. "Design Reliability Assessment on the Railway Wagon Axle with 30 Ton Axle Weigh." Advanced Materials Research 658 (January 2013): 323–26. http://dx.doi.org/10.4028/www.scientific.net/amr.658.323.
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Design reliability of the railway wagon axle with 30 ton axle weigh is assessed on a basis of the code EN 13103 loads set. Constraint effects of the interference fits between wheels – axle and bearings – axle are taken into account. Integrated wheelset model of finite element method is applied to calculate the axle stresses, in which the rail pieces, wheels, axle, bearings, and adapters are fitted and analyzed together. Results reveal that the maximum stress section is at outer side close to wheel seat, different from the prediction of inner side close to wheel seat by the code analytic method. Under requirement of 3, 000, 000 km and 99 percentage of confidence, the evaluated axle design reliability is 0.9987 if manufacturing by the existent LZ50 axle steel. And if by the material EA1N or EA4T of the code EN 13103, the present design meets also the requirement of the code EN 13103.
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Ma, Si Qun, Wan Li Zhao, Ya Na Li, Xue Fei Huang, Xiao Peng Wu, Xuan Chen, Lin Feng Li, and Qing Hu Kang. "Research on Simulation Platform Architecture for Noise Reduction of Electric Locomotive Wheel." Advanced Materials Research 121-122 (June 2010): 940–44. http://dx.doi.org/10.4028/www.scientific.net/amr.121-122.940.
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Wheel/rail rolling noise is the main source of noise from railway operations, it is at least as important as aerodynamic noise. In this paper, the makeup of unit modules of CAE(Computer Aided Engineering) simulation platform for of railway passenger car and its function frame are given. Based on finite element method, boundary element method, the structural model, interior acoustic cavity and acoustics model of electric locomotive wheel were analyzed by Nastran and Sysnoise software. This paper is imposed sinusoidal excitation on the wheel, and then the laying of the viscoelastic layer and optimization of damping-wheel, obtain the wheel’s structure of the vibration noise radiation.The analysis result shows that the laying of the viscoelastic layer can reduce wheels radiation noise, and the noise can be reduced from 0.27 to 8.62 dB.Practical application indicated this simulation platform can supply effective technology support for the development of product.
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Ostash, O. P., V. V. Kulyk, T. M. Lenkovskiy, Z. A. Duriagina, V. V. Vira, and T. L. Tepla. "Relationships between the fatigue crack growth resistance characteristics of a steel and the tread surface damage of railway wheel." Archives of Materials Science and Engineering 2, no. 90 (April 1, 2018): 49–55. http://dx.doi.org/10.5604/01.3001.0012.0662.
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Purpose: The aim of the proposed research is to establish experimentally the relation between damaging of the tread surface of model wheels and the characteristics of fatigue crack growth resistance of wheel steels "KI th, "KII th, "KI fc, "KII fc), depending on its microstructure. Design/methodology/approach: Characteristics of the fatigue crack growth resistance have been determined on the specimens cut out from the hot rolled plate of thickness 10 mm of the steel which is an analogue of railway wheel steels. To obtain different steel microstructures and its strength level, test specimens were quenched (820°C, in oil) and then tempered at 400°C, 500°C, and 600°C for 2 h. The characteristics of Mode I fatigue crack growth resistance of steel were determined on the basis of fatigue macrocrack growth rate diagrams da/dN–"KI, obtained by the standard method on compact specimens with the thickness of 10 mm at a frequency of 10-15 Hz and the stress ratio R = 0.1 of the loading cycle. The characteristics of Mode II fatigue crack growth resistance were determined on the basis of da/dN–"KII diagrams, obtained by authors method on edge notched specimens with the thickness 3.2 mm at a frequency of 10-15 Hz and R = –1 taking account of the crack face friction. The hardness was measured with a TK-2 hardness meter. Zeiss-EVO40XVP scanning electron microscope was used for microstructural investigations. Rolling contact fatigue testing was carried out on the model specimens of a wheel of thickness 8 mm and diameter 40 mm in contact with a rail of length 220 mm, width 8 mm and height 16 mm. Wheels were manufactured form the above-described steel after different treatment modes. Rails were cut out from a head the full-scale rail of hardness 46 HRC. The damaging was assessed by a ratio of the area with gaps formed by pitting and spalling to the general area of the wheel tread surface using a special stand. Findings: The growth of the damage of the tread surface of the model wheels correlates uniquely with the decrease of the cyclic fracture toughness of the wheel steel "KI fc and "KII fc, determined at Mode I and Mode II fracture mechanisms. These characteristics of the wheel steel can be considered as the determining parameter of this process, in contrast to the fatigue thresholds "KI th and "KII th. Research limitations/implications: Investigations were conducted on model wheels that simulate the damage of real railway wheels tread surface. Practical implications: A relationship between the damage of tread surface of railway wheels and the strength level of wheel steels is determined. Originality/value: The damage of the tread surface of the model wheels during the rolling contact fatigue of the pair wheel-rail increases with the growth of the strength (hardness) of the wheel steel, which corresponds to the statistical data of the operation of the real railway wheels.
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Seo, Jung Won, Seok Jin Kwon, Hyun Mu Hur, Jae Boong Choi, and Young Jin Kim. "The Contact Fatigue Life Evaluation According to Contact Surface Removal." Key Engineering Materials 321-323 (October 2006): 640–43. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.640.
Full textAbstract:
Railway wheels and axles have been one of the most critical components in a railway vehicle. The service conditions of railway vehicles have became more severe in recent years due to the increase of the speed. It is very important to evaluate the reliability of wheels with regard to safety, because wheel failure can cause derailment with loss of life and property. One of the major reasons of the railway wheel damage is the contact zone failure by wheel/rail contact. One of the methods for preventing the failure and increasing the fatigue life is to grind periodically the contact surface before reaching the failure. The increase or decrease of the contact fatigue life by the surface removal of the contact surface were shown by many researchers. However, the reason why fatigue life increases or decrease has not been investigated obviously. In this study, the effect of the surface removal depth on the contact fatigue life for a railway wheel is evaluated through the employment of rolling contact fatigue tests and the finite element analysis. It is found that the contact fatigue life increased with the removal depth. But in the case that the removal depth is greater than the optimal depth, the contact fatigue life decreased. It seems to be obvious that the residual strain is the main factor determining the fatigue life according to the removal depth
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Jiang, Yongzhi, Wensheng Zhong, Pingbo Wu, Jing Zeng, Yunchang Zhang, and Shuai Wang. "Prediction of wheel wear of different types of articulated monorail based on co-simulation of MATLAB and UM software." Advances in Mechanical Engineering 11, no. 6 (June 2019): 168781401985684. http://dx.doi.org/10.1177/1687814019856841.
Full textAbstract:
Analysis of the Chongqing monorail shows that there is no relationship between wheel wear and radial force, which means the radial force cannot be used to evaluate the wheel wear of monorail. Due to the same physical significance of the Schallamach tire wear model for automobiles, the wear index of railway wheels, which represents the creep power of unit wheel–rail contact area, is proved to be effective in evaluating the wheel wear of railway vehicles, automobiles, and vehicles with both properties, namely, monorail. Parameters of Chongqing monorail, modified through genetic algorithm, are used to build the model of the articulated monorail. Through co-simulation of the MATLAB and UM software, the wheel wears of two types of articulated monorail are calculated. For both types of monorails, correlation analysis shows that the variation of driving wheel and guide wheel wear of the inner bogies with the track curvature radius are roughly the same. The variation of the wheel wears in the two end bogies is a little different from that of the inner bogies. Comparison indicates that the wheels of the bolster type monorail wear more than that of the non-bolster type. Regardless of the monorail type, the wheels in the inner bogies wear more.
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Kuzishyn, A. Ya, and A. V. Batig. "USE OF ADDITIONAL ASSESSMENT CRITERION FOR TRAFFIC SAFETY AGAINST RAILWAY WHEEL DERAILMENT FOR FORENSIC RAILWAY TRANSPORT EXAMINATION." Theory and Practice of Forensic Science and Criminalistics 18 (December 26, 2018): 454–61. http://dx.doi.org/10.32353/khrife.2018.51.
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A number of methods have been developed to determine the possibility of a wheelset derailment from track, which to some extent take into account specifics of their interaction. However, methods used in the calculation are different between themselves. The problem is complicated by the lack of sufficient experimental data which would allow to verify the adequacy of models used for calculations. Authors conducted research of an influence of an additional assessment criterion for traffic safety. According to this criterion the railway wheel derailment of a rolling stock was analyzed by actually raising the wheel flange to the railhead. It is noted that increase of the radius of wheels taken into account while calculating indicated criterion depends on transverse displacement of the wheelset, horizontal unevenness, numerical value of the wheel taper profile at the contact point with a rail, and the nominal gaps between the wheel flange and the inner edge of the railhead. On the basis of performed researches, it was concluded that use of an additional criterion, according to which the stability of the wheel from the derailment of a rolling stock is analyzed by actually raising the wheel flange on a railhead, allows to track the time when it is necessary to check the possibility of rolling the wheel on railhead. However, obtaining a negative clearance between the wheel flange and the railhead does not indicate that the wheel is rolling on the railhead. The indicated feature will allow to explore the development of a railway accident mechanism, to define more precisely its proximate technical cause and the sequence of intermediate technical reasons which have led to it.
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Grosse, M., and P. Ottlinger. "Strain measurements at railway wheels." Materials Science and Engineering: A 437, no. 1 (November 2006): 88–92. http://dx.doi.org/10.1016/j.msea.2006.04.060.
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Zucarelli, T. A., M. A. Vieira, L. A. Moreira Filho, D. A. P. Reis, and L. Reis. "Failure analysis in railway wheels." Procedia Structural Integrity 1 (2016): 212–17. http://dx.doi.org/10.1016/j.prostr.2016.02.029.
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Mazov, Yuriy Nikolaevich, Aleksey Alekseevich Loktev, and Vyacheslav Petrovich Sychev. "Assessing the influence of wheel defects of a rolling stockon railway tracks." Vestnik MGSU, no. 5 (May 2015): 61–72. http://dx.doi.org/10.22227/1997-0935.2015.5.61-72.
Full textAbstract:
Transfer of the load from the wheels on the rail occurs at a very small area compared with the size of the wheels and rails. The materials near this site have a very large voltage. Determination of contact stresses is complicated by the fact that the magnitude of these stresses in the rails under actually revolving wheel load exceeds the yield and compressive strength of modern rail steel. We should note that the metal of the rail head, experiencing contact stresses, especially when the location of the pads is closer to the middle of the rail head, works in the conditions close to the compression conditions, and therefore can withstand higher voltage without plastic deformation than the standard compressible sample. But, as a rule, the observed hardening of the metal in the zone of contact stresses and lapping at the edges of the rail head indicates the presence of plastic deformation and, consequently, higher stresses in the wheel-rail contact zone than the yield strength of the metal rail even in the conditions of its operation in the rail head.The use of the design equations derived on the basis of the Hertz theory for metal behavior in elastic stage, is valid. The reason is that each individual dynamic application of wheel loads on the rail is very short, and the residual plastic deformation from the individual loads of the pair of wheels on the rail is actually small. This elastic-plastic deformation of the rail becomes visible as a result of gradual gaining of a missed tonnage of rails and wheels respectively. Irregularities on the running surface of the wheels are of two types. The most common are the so-called continuous bumps on the wheel, when due to the uneven wear of rail the original shape of the wheel across the tread surface distorts. But nowadays, more and more often there occur isolated smooth irregularities of the wheel pairs, due to the increased wear of the wheel because of the stopping and blocking of wheels of the vehicles - slides (potholes), etc.The motion of the wheels with irregularities on the surface of the rail leads to vertical oscillation of the wheel, resulting in the forces of inertia, which is an additional load on the rail. In case of movement of the wheel with isolated roughness on the tread surface of the slide there is a strike, having a very large additional impact on the rail. Such attacks can cause kinked rails, especially in the winter months when there is increased fragility of rail steel, because of lowered temperatures. This is an abnormal phenomenon and occurs relatively rarely, at a small number of isolated irregularities on a wheel of the rolling stock. As correlations connecting the contact force and local deformation in the interaction of the wheel-rail system, we use the quasi-static Hertz’s model, linear-elastic model and two elastoplastic contact models: Alexandrov-Kadomtsev and Kil’chevsky. According to the results of Loktev’s studies ratios of the contact Hertz’s theory are quite suitable for modeling the dynamic effects of wheel and rail for speeds up to 90 km/h for engineering calculations. Since the contact surface is homogeneous and isotropic, the friction forces in the contact zone are not taken into account, the size of the pad is small compared to the dimensions of the contacting bodies and characteristic radii of curvature of the undeformed surfaces, the contacting surfaces are smooth.When train is driving, the position of the wheelset in relation to the rails varies con- siderably, giving rise to different combinations of the contact areas of the wheel and rail. Even assuming constant axial load the normal voltage will vary considerably because of the differences in the radii of curvature of the contacting surfaces of these zones. Thus, the proposed method allows evaluating the influence of several types of wheel defects on the condition of the rail and the prospects of its use in the upper structure of a railway track on plots with different speed and traffic volumes. Also the results can be used to solve the inverse of the considered problems, for example, when designing high-speed highways, when setting the vehicle speed and axle load, and the solution results are the parameters of the defects, both wheelsets and the rails, in case of which higher require- ments for the safe operation of railways are observed.
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Chen, Guangxiong. "Friction-Induced Vibration of a Railway Wheelset-Track System and Its Effect on Rail Corrugation." Lubricants 8, no. 2 (February 10, 2020): 18. http://dx.doi.org/10.3390/lubricants8020018.
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In the present study, the effect of the radius of railway curved tracks on the slip of a wheel on a rail is studied. A 3D finite-element model of a wheelset-track system is established when the creep force between the wheel and rail is saturated. The occurrence propensity of the self-excited vibration of the wheelset-track system is predicted. It is concluded that the radius of curved tracks has a strong effect on the slip of wheels on rails. In the tightly curved tracks, the slip of the wheel of the leading wheelset on the rail always occurs. The wheelset-track system has a strong occurrence propensity for unstable vibrations on the tightly curved tracks. The accuracy of the rail corrugation prediction based on the unstable vibrations of wheelset-track systems is determined to be 85–90% or higher.
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Song, Ying, Lei Liang, Yanliang Du, and Baochen Sun. "Railway Polygonized Wheel Detection Based on Numerical Time-Frequency Analysis of Axle-Box Acceleration." Applied Sciences 10, no. 5 (February 28, 2020): 1613. http://dx.doi.org/10.3390/app10051613.
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The increasing need for repairs of polygonized wheels on high-speed railways in China is becoming problematic. At high speeds, polygonized wheels cause abnormal vibrations at the wheel-rail interface that can be detected via axle-box accelerations. To investigate the quantitative relationship between axle-box acceleration and wheel polygonization in both the time and frequency domains and under high-speed conditions, a dynamics model was developed to simulate the vehicle-track coupling system and that considers both wheel and track flexibility. The calculated axle-box accelerations were analyzed by using the improved ensemble empirical mode decomposition and Wigner-Ville distribution time-frequency method. The numerical results show that the maximum axle-box accelerations and their frequencies are quantitatively related to the harmonic order and out-of-roundness amplitude of polygonized wheels. In addition, measuring the axle-box acceleration enables both the detection of wheel polygonization and the identification of the degree of damage.
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Mazilu, Traian, Ionuţ Radu Răcănel, and Marius Alin Gheți. "Vertical Interaction Between a Driving Wheelset and Track in the Presence of the Rolling Surfaces Harmonic Irregularities." Romanian Journal of Transport Infrastructure 9, no. 2 (December 1, 2020): 38–52. http://dx.doi.org/10.2478/rjti-2020-0010.
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Abstract The driving wheelset is used in railway traction (locomotives, electric trains, trams, etc.) to support part of the weight of the suspended mass and to drive and brake the vehicle. The dynamics of the driving wheelset/track system is a very important issue in the railway engineering, and this paper is focused on basic features of the frequency response functions which describe the dynamic behavior in the presence of the rolling surfaces harmonic irregularities. To this end, a simple model of the driving wheelset/track system with the range of application limited up to 6-700 Hz is adopted. The driving wheelset model consists of a free-free uniform Euler-Bernoulli beam with three attached rigid bodies, representing the axle, the two wheels and the gear; the distinct feature of this model is the inertial asymmetry. Two independent infinite uniform Euler-Bernoulli beams, each on its foundation including two elastic layers for rail pad and ballast and an intermediate inertial layer for sleepers represent the track model. For simplicity, the moving irregularity model is applied to simulate the interaction between wheels and rails. Numerical simulations show that the driving wheelset/track system has three resonance frequencies, all situated in the frequency range of the evanescent waves in rails. FRF of the driving wheelset/track system have been calculated for left and right wheel/rail pair. The influence of the asymmetric inertia of the driving wheelset and the out of phase between the rolling surface irregularities are evaluated in terms of frequency response functions of the wheel/rail contact force.
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BĄKOWSKI, Henryk. "THE INFLUENCE OF SOLID LUBRICANTS USED FOR THE LUBRICATION OF WHEEL FLANGES ON RAILWAYS TO REDUCE THE CORROSION OF RAILS." Tribologia 268, no. 4 (August 31, 2016): 21–28. http://dx.doi.org/10.5604/01.3001.0010.6974.
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The paper presents the influence of selected solid lubricants used for the lubrication of wheel flanges of railways on the formation and development of corrosion. Tested solid lubricants consisted primarily of graphite, molybdenum disulphide, and soybean oil additives. Moreover, grease sticks were selected to make it possible to compare and evaluate their suitability in applying the lubrication of railway wheels. The study is based on the European standard that allows the determination of wear in the test samples to determine the advantages in relation to the processes of corrosion.
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Ham, Young Sam. "Evaluation of Running Safety for Railway vehicles Based on Vibration Acceleration of Bogie." Key Engineering Materials 625 (August 2014): 689–94. http://dx.doi.org/10.4028/www.scientific.net/kem.625.689.
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The lexical meaning of derailment shall be the wheels of trains going off the track and it is an important factor for the running safety of railway vehicles. For the measurement of interaction forces between the wheel and the rail, wheel set is used with normal method and the vibration accelerometer is used with simplified method to assess the safety of a railway vehicle in the derailment process. The result has been recorded by measuring vibration acceleration.
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Deilamsalehy, Hanieh, Timothy C. Havens, Pasi Lautala, Ezequiel Medici, and James Davis. "An automatic method for detecting sliding railway wheels and hot bearings using thermal imagery." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 6 (March 22, 2016): 690–700. http://dx.doi.org/10.1177/0954409716638703.
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One of the most important safety-related tasks in the rail industry is an early detection of defective rolling stock components. Railway wheels and wheel bearings are the two components prone to damages due to their interactions with brakes and railway track, which makes them a high priority when the rail industry investigates improvements in the current detection processes. One of the specific wheel defects is a flat wheel, which is often caused by a sliding wheel during a heavy braking application. The main contribution of this paper is the development of a computer vision method for automatically detecting the sliding wheels from images taken by wayside thermal cameras. As a byproduct, the process will also include a method for detecting hot bearings from the same images. We first discuss our automatic detection and segmentation method, which identifies the wheel and bearing portion of the image. Then, we develop a method, using histogram of oriented gradients to extract the features of these regions. These feature descriptors are later employed by support vector machine to build a fast classifier with a good detection rate, which can detect abnormalities in the wheel. At the end, we train our algorithm using simulated images of sliding wheels and test it on several thermal images collected in a revenue service by the Union Pacific Railroad in North America.
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Seo, Jung Won, Hyun Mu Hur, Sung Tae Kwon, Jae Boong Choi, and Young Jin Kim. "Effects of Residual Stress and Traction Force on the Contact Fatigue Life of Railway Wheels." Key Engineering Materials 326-328 (December 2006): 1067–70. http://dx.doi.org/10.4028/www.scientific.net/kem.326-328.1067.
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Damage often occurs on the surface of railway wheels due to wheel-rail contact fatigue. Since the wheel failure can cause derailment causing the loss of life and property, it should be removed prior to the wheel failure. The effect of surface removal on contact fatigue life has been investigated by many researchers, however, the effects of residual stress and traction force have not been reported yet. The railway wheel reserves the initial residual stress due to the manufacturing process, and this residual stress is changed by the thermal stress induced by braking. Also, the traction force is usually applied along with residual stress on wheels of locomotive and electric motor vehicle. In this study, the effect of surface removal on the contact fatigue life for a railway wheel has been evaluated by applying the rolling contact fatigue test. Also, the effect of traction force and change of residual stress on the contact fatigue life has been estimated by applying finite element analysis. It is found that the residual stress is a dominant factor determining the surface removal depth as far as the traction coefficient is less than 0.15. If the traction coefficient is greater than 0.2, however, the surface removal depth is observed to be independent on the residual stress.
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Vakulenko, Igor, Nickolay Kuzin, Leonid Vakulenko, Sergey Raksha, and Svetlana Proidak. "Improving the performance parameters of railway wheels with the help of optimal design technologies of their electric pulse processing." MATEC Web of Conferences 294 (2019): 05004. http://dx.doi.org/10.1051/matecconf/201929405004.
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The processing by pulses of electric current (PEC) of a fragment of the rim of a railway wheel was carried out on the DS10D equipment. When the density of the electric current is from 3 to 17 A/mm2, the processing cycle consisted of the action of a pulse with a duration of 2.5-3 s and a pause between pulses of 4 s. After 150 cycles of PEC, the hardness of cold-formed metal was reduced from 10 to 20%. Studies of the parameters of the metal structure of the wheels have determined that the processing of PEC leads to a decrease in the number of defects in the internal structure, which are accumulated as a result of cold deformation of the rim along the rolling surface of the railway wheel. It has been established that, according to the nature of the influence on the hardness distribution of carbon steel, the PEC treatment corresponds to changes during tempering in the average temperature range and allows to significantly increase the operating parameters of the wheels of railway equipment.
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Kwon, Seok Jin, Dong Hyung Lee, Jung Won Seo, and Young Sam Ham. "Damage Evaluation of Wheel Tread based on Contact Position between Wheel and Rail." Key Engineering Materials 417-418 (October 2009): 645–48. http://dx.doi.org/10.4028/www.scientific.net/kem.417-418.645.
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The defect initiation and crack propagation in wheel may result in the damage of the railway vehicle or derailment. Therefore, it is important to evaluate the characteristics of the wheel tread. In the present paper, the characteristics of wheel tread based on contact positions, running distance and brake pattern are evaluated. To evaluate the damage for railway wheels, the measurement for the replication of wheel surface is carried out. The result shows that the damaged wheel tread is remarkably depended on the contact positions between wheel and rail. It should be noted that the replication test can be applied in new evaluation method of wheel damage.
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Sitarz, M., A. Sladkowski, K. Bizoń, and K. Chruzik. "Designing of railway wheels. Part 2: Comparison of numerical analysis and experimental research." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 219, no. 2 (March 1, 2005): 111–20. http://dx.doi.org/10.1243/095440905x8817.
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Current design process can be simplified and accelerated, if computer simulation based on finite element method (FEM) is used. FEM numerical calculations of different wheels of railway wheelsets are investigated in the Department of Railway Engineering. The justification for undertaking this issue is that there is no methodology in the design of railway wheelsets both in Poland and abroad. In order to assess the calculation model, experimental tests of static loads (due to carriage weight) and thermal loads (due to braking) have been run. The results of these tests have been compared with the results of numerical analysis. The proposed calculation model has been compared with the results of test stand investigation. Comparison of the results has confirmed the correctness of the proposed discrete model and calculation algorithm. In the framework of the common scientific-didactic projects of Railway Engineering Department and Central Rail Research Institute in Moscow and producer of railway wheelsets-BONATRANS a.s. in Bohumin (Czech Republic), the method was worked out, and the experimental researches were conducted on specialists certified stands for railway wheelset researches (Sitarz, M., Bizoń, K., and Chruzik, K. Numerical calculations reckonings of railway wheel sets. W: Scientific Proceedings of Riga Technical University, 2002, str 84-89, Sladkowski, A., Bizoń, K., and Chruzik, K. Porównanie wyników analizy MES z wynikami pomiarów tensometrycznych deformacji kól kolejowych zestawów kolowych, Zeszyty Naukowe Katedry Mechaniki Stosowanej nr 18/2002, Gliwice, 2002, str 397-402, Zima, R., Bizoń, K., Chruzik, K. Badania teoretyczne i eksperymentalne kól kolejowych zestawów kolowych, W: XLII Sympozjon ‘Modelowanie w mechanice’, Wisla, 2003).