Contribution of variable gauge freight wheelsets to interoperability

2018 ◽  
Vol 233 (5) ◽  
pp. 489-505 ◽  
Author(s):  
I Kaiser ◽  
J Vinolas ◽  
D Gómez del Pulgar ◽  
R Galán
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Rolling Contact ◽  
Track Geometry ◽  
Passenger Traffic ◽  
Wheel Profile ◽  
Time Required ◽  
Comparison Of The Results ◽  
Unsprung Mass ◽  
Freight Wagons

Railway running gear with variable gauge has been successfully introduced in vehicles for passenger traffic providing a drastic reduction of the time required for the gauge change. Therefore, using wheelsets with variable gauge even for freight wagons seems to be a very promising option for accelerating freight traffic. However, there are several concerns regarding the higher mass of such wheelsets, which increase the unsprung mass of the vehicle with an effect on the dynamics. In order to assess these concerns, the running behaviour of a freight wagon on a straight track and in a curve and its risk of rolling contact fatigue are compared for different configurations of the vehicle; these configurations are determined by the inertia of the wheelsets, by the track geometry using the standard and the Iberian gauge, by the wheel profile and by the loading condition. The comparison of the results shows that the higher inertia of the variable gauge wheelset does not cause drastic changes in the running behaviour. Therefore, with regard to the dynamic behaviour, the use of variable gauge wheelsets in freight wagons is a feasible solution.

Parametric Simulation of Rolling Contact Fatigue

2008 ◽  
Author(s):  
Scott M. Cummings ◽  
Patricia Schreiber ◽  
Harry M. Tournay
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Rolling Contact ◽  
Wear Model ◽  
Primary Methods ◽  
Vehicle Performance ◽  
Track Geometry ◽  
Advantages And Disadvantages ◽  
Defect Prevention ◽  
Design Speed

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.

Impact of wheel profile evolution on wheel-rail dynamic interaction and surface initiated rolling contact fatigue in turnouts

Wear ◽  
2019 ◽  
Vol 438-439 ◽  
pp. 203109 ◽  
Author(s):  
Rong Chen ◽  
Jiayin Chen ◽  
Ping Wang ◽  
Jiasheng Fang ◽  
Jingmang Xu
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Dynamic Interaction ◽  
Rolling Contact ◽  
Wheel Profile

A numerical study of the influence of lateral geometry irregularities on mechanical deterioration of freight tracks

2012 ◽  
Vol 226 (6) ◽  
pp. 575-586 ◽  
Author(s):  
Kalle Karttunen ◽  
Elena Kabo ◽  
Anders Ekberg
Keyword(s):  
Numerical Study ◽  
Contact Point ◽  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Field Measurements ◽  
Rolling Contact ◽  
Railway Track ◽  
Operational Conditions ◽  
Track Geometry ◽  
Track Maintenance

Optimisation of railway track maintenance requires knowledge of how a deteriorated track geometry will affect subsequent loading and damage of the track. This is the scope of the current study where, in particular, the influence on track shift forces and rolling contact fatigue is investigated through numerical simulations. To this end, track geometries are obtained from field measurements. Lateral irregularities are extracted and scaled to represent different levels of geometry deterioration. Multibody simulations of dynamic train–track interaction featuring two freight wagon types are performed under different operational conditions. Track shift forces and rolling contact fatigue damage are further evaluated from simulation results. It is found that track shift forces tend to follow a normal distribution for moderate levels of lateral track geometry irregularities, and that an approximate linear relationship between standard deviations of lateral irregularities and track shift forces can be established. The relation between lateral track irregularity magnitude and rolling contact fatigue is more complex. Increasing levels of lateral irregularities will decrease the fraction of curve length affected by rolling contact fatigue for sharp curves, whereas for shallow curves it increases. As detailed in the article, this is caused by the lateral movement of the contact point as imposed by the track irregularities. Furthermore, the influence of wheel/rail friction and wear is investigated.

scholarly journals Optimizing wheel profiles and suspensions for railway vehicles operating on specific lines to reduce wheel wear: a case study

2020 ◽  
Vol 51 (1) ◽  
pp. 91-122 ◽  
Author(s):  
Yunguang Ye ◽  
Yu Sun ◽  
Shiping Dongfang ◽  
Dachuan Shi ◽  
Markus Hecht
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Optimal Choice ◽  
Contact Forces ◽  
Rolling Contact ◽  
Wheel Wear ◽  
Material Loss ◽  
Railway Vehicles ◽  
Wheel Profile ◽  
Designing Method

AbstractThe selection of a wheel profile is a topic of great interest as it can affect running performances and wheel wear, which needs to be determined based on the actual operational line. Most existing studies, however, aim to improve running performances or reduce contact forces/wear/rolling contact fatigue (RCF) on curves with ideal radii, with little attention to the track layout parameters, including curves, superelevation, gauge, and cant, etc. In contrast, with the expansion of urbanization, as well as some unique geographic or economic reasons, more and more railway vehicles shuttle on fixed lines. For these vehicles, the traditional wheel profile designing method may not be the optimal choice. In this sense, this paper presents a novel wheel profile designing method, which combines FaSrtip, wheel material loss function developed by University of Sheffield (USFD function), and Kriging surrogate model (KSM), to reduce wheel wear for these vehicles that primarily operate on fixed lines, for which an Sgnss wagon running on the German Blankenburg–Rübeland railway line is introduced as a case. Besides, regarding the influence of vehicle suspension characteristics on wheel wear, most of the studies have studied the lateral stiffness, longitudinal stiffness, and yaw damper characteristics of suspension systems, since these parameters have an obvious influence on wheel wear. However, there is currently little research on the relationship between the vertical suspension characteristics and wheel wear. Therefore, it is also investigated in this paper, and a suggestion for the arrangement of the vertical primary spring stiffness of the Y25 bogie is given.

Design of railway wheel profile taking into account rolling contact fatigue and wear

Wear ◽  
2008 ◽  
Vol 265 (9-10) ◽  
pp. 1273-1282 ◽  
Author(s):  
I.Y. Shevtsov ◽  
V.L. Markine ◽  
C. Esveld
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Rolling Contact ◽  
Railway Wheel ◽  
Wheel Profile

Predicted Wheel Wear and RCF Performance Using VAMPIRE Automation Routines

2009 ◽  
Author(s):  
Philip J. Rogers ◽  
Matthew G. Dick
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
National Research Council ◽  
Research Process ◽  
Rolling Contact ◽  
Wheel Wear ◽  
The United Kingdom ◽  
Rail Wear ◽  
Invaluable Tool ◽  
Wheel Profile

Predicted wheel performance is an invaluable tool in developing new components such as wheel profiles and truck components and also in understanding and controlling wheel and rail wear and rolling contact fatigue (RCF). This paper outlines a vehicle dynamics trial using VAMPIRE Pro to compare the predicted wear and RCF performance of the WRISA2 wheel profile developed by the National Research Council of Canada (NRC) and the United Kingdom P8 wheel profile using measured wheel profiles from an in-service trial. WRISA2 and P8 profiles were fitted to two passenger trains running in normal service. Wheel profiles were measured every 10,000 miles. These measured profiles were used to predict wear and RCF damage for each wheel of the investigated rail vehicle, using a combination of VAMPIRE transient analysis and another program called the “Whole Life Rail Model” (WLRM). This process was repeated up to 190,000 miles run in service, allowing a clear comparison of the changing rail wear and RCF performance of the two profiles up to this mileage. This process was automated using new features within VAMPIRE that allow communication to 3rd party computer programs including the WLRM, Microsoft Excel, and Microsoft Visual Basic. This research process presents itself to be a very useful tool in predicting wheel wear performance for any number of new wheel and truck components.

Assessment of running gear performance in relation to rolling contact fatigue of wheels and rails based on stochastic simulations

2019 ◽  
Vol 234 (4) ◽  
pp. 405-416
Author(s):  
Klaus Six ◽  
Tomislav Mihalj ◽  
Gerald Trummer ◽  
Christof Marte ◽  
Visakh V Krishna ◽  
...  
Keyword(s):  
Early Stage ◽  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Rolling Contact ◽  
Stochastic Simulations ◽  
Wheel Wear ◽  
Contact Data ◽  
Wheel Profile ◽  
Wheel Profile Wear ◽  
Vehicle Development Process

In this work, the authors present a methodology for assessing running gear with respect to rolling contact fatigue of wheels and rails. This assessment is based on the wheel/rail contact data of different wheel profile wear states obtained from a wheel profile prediction methodology. The approach allows a cumulative assessment of the rolling contact fatigue of rails in different curve radii (e.g. the sum of damage over the lifetime of wheel profiles). Furthermore, the assessment of the rolling contact fatigue can be undertaken at different wear states of the wheel profiles to provide an insight on how the rolling contact fatigue of wheels and rails varies depending on the evolution of wheel wear. The presented methodology is exemplarily applied to two bogie types, the UIC-Y25 standard bogie and the so-called FR8RAIL bogie with a mechanical wheelset steering device. The presented methodology has been shown to be a useful tool for the optimisation of vehicles already in an early stage of the vehicle development process.

The influence of track geometry irregularities on rolling contact fatigue

Wear ◽  
2014 ◽  
Vol 314 (1-2) ◽  
pp. 78-86 ◽  
Author(s):  
K. Karttunen ◽  
E. Kabo ◽  
A. Ekberg
Keyword(s):  
Rolling Contact Fatigue ◽  
Contact Fatigue ◽  
Rolling Contact ◽  
Track Geometry

scholarly journals Use of railway wheel wear and damage prediction tools to improve maintenance efficiency through the use of economic tyre turning

2018 ◽  
Vol 233 (1) ◽  
pp. 103-117 ◽  
Author(s):  
Yousif Muhamedsalih ◽  
Julian Stow ◽  
Adam Bevan
Keyword(s):  
Rolling Contact Fatigue ◽  
Damage Model ◽  
Contact Fatigue ◽  
Operating Conditions ◽  
Rolling Contact ◽  
Wheel Wear ◽  
Wear Model ◽  
Dynamic Simulations ◽  
Damage Prediction ◽  
Wheel Profile

This paper investigates the wear rate and pattern for wheels turned with thin flanges using economic tyre turning. Economic tyre turning refers to the process of turning wheels to a profile that has the same tread shape but a thinner flange than the design case profile, allowing less material to be removed from the wheel diameter during re-profiling. Modern wheel lathes are typically capable of turning such profiles but the GB railway group standards do not currently permit their use. The paper demonstrates how the wheel profile damage model (WPDM) can be used, with a good degree of accuracy, to predict both the magnitude of wheel wear and the worn profile shape of the design and economic tyre turning re-profiled wheels for service mileages exceeding 100,000 miles. The WPDM simulations were run for two typical electric multiple units (one suburban and one intercity train fleet) and a two-axle freight wagon. Additionally, it discusses the calibration methodology used to adjust the wear coefficients contained within the Archard wear model to improve the accuracy of the WPDM simulation results for specific routes and vehicle types. Furthermore, this paper presents the findings of a trial of economic tyre turning on a fleet of intercity trains. The analysis is extended to predict the effect of using economic tyre turning on rail rolling contact fatigue for typical routes and operating conditions using a series of vehicle dynamic simulations. The analysis considers new 56E1 and 60E2 rails together with a selection of worn wheel. The research provides valuable evidence to support a future change to the standards which will allow train operators/maintainers to implement economic tyre turning policies.

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