Wheel Wear Behaviour of the Imperfect Railway Vehicle

2013 ◽  
Vol 49 (12) ◽  
pp. 109
Author(s):  
Junjun DING
Keyword(s):  
Wear Behaviour ◽  
Railway Vehicle ◽  
Wheel Wear

Nonlinear Wheelset Dynamic Response to Random Lateral Rail Irregularities

1974 ◽  
Vol 96 (4) ◽  
pp. 1168-1176 ◽  
Author(s):  
E. H. Law
Keyword(s):  
Dynamic Response ◽  
Nonlinear Equations ◽  
Equations Of Motion ◽  
Power Spectra ◽  
Railway Vehicle ◽  
Lateral Stiffness ◽  
Wheel Wear ◽  
Rail Irregularities ◽  
Nonlinear Equations Of Motion

The nonlinear equations of motion for a railway vehicle wheelset having profiled wheels and contact of the wheel flange with flexible rails are presented. The effects of spin creep and gyroscopic terms are included. The rails are considered to have random lateral irregularities which are described by prescribed power spectra. The equations of motion are integrated numerically and the effects on the dynamic response of quantities such as speed, track roughness, wheel wear, flange clearance, and lateral stiffness of the rails are investigated.

Multi-step wear evolution simulation method for the prediction of rail wheel wear and vehicle dynamic performance

SIMULATION ◽  
2018 ◽  
Vol 95 (5) ◽  
pp. 441-459 ◽  
Author(s):  
Smitirupa Pradhan ◽  
AK Samantaray ◽  
R Bhattacharyya
Keyword(s):  
Vehicle Dynamics ◽  
Ride Comfort ◽  
Dynamic Performance ◽  
Travel Distance ◽  
Rolling Contact ◽  
Dynamics Simulation ◽  
Railway Vehicle ◽  
Wear Depth ◽  
Wheel Wear ◽  
Wheel Profile

This paper presents a complete model to estimate the effects of wheel wear on the dynamic behavior and ride comfort of a railway vehicle. A co-simulation of the vehicle dynamics modeled in ADAMS VI-Rail and wear evolution modeled in MATLAB is performed in a loop. The outputs from the vehicle dynamics simulation are used to compute the wear evolution, which in turn affects the vehicle dynamics. The local contact parameters, such as normal contact force, tangential stresses and slip, etc., and wear distribution for each cell of the contact surface are estimated with the help of Kalker’s simplified theory of rolling contact and Archard’s wear model, respectively. The wear distribution and smoothening of the wheel profile are obtained for a short travel distance and are then scaled up for larger travel distance. The worn wheel profile is updated in the vehicle dynamics model after every 10,000 km of travel for further dynamic analysis and this process is repeated until either the critical dynamic performance or wheel wear limits are reached. Several new results emerge by considering both acceleration and braking on a tangent track with sinusoidal irregularities. Critical speed appears to increase initially and then decrease quickly, whereas worn wheels give better ride comfort in both lateral and vertical directions as compared to new wheels. According to the results in this work, wheels may be recommended for re-profiling or replacement much before the critical wear depth recommended in maintenance guidelines is reached.

scholarly journals Simulation of Freight Trains Equipped with Partially Filled Tank Containers and Related Resonance Phenomenon

2005 ◽  
Vol 219 (4) ◽  
pp. 245-259 ◽  
Author(s):  
C Vera ◽  
J Paulin ◽  
B Suárez ◽  
M Gutiérrez
Keyword(s):  
Resonance Effect ◽  
Fluid Motion ◽  
Resonance Phenomenon ◽  
Railway Vehicle ◽  
Wheel Wear ◽  
Equivalent Mechanical Model ◽  
Fluid Sloshing ◽  
Set Up ◽  
Multi Body ◽  
Container Freight

To study the fluid motion-vehicle dynamics interaction, a model of four, liquid filled two-axle container freight wagons was set up. The railway vehicle has been modelled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. SIMPACK has been used for MBS analysis, and ANSYS for liquid sloshing modelling and equivalent mechanical systems validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of the unused coupling screw from its hanger. The coupling screw's release was especially obtained when a period of acceleration was followed by an abrupt braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Possible solutions to avoid the phenomenon are given.

scholarly journals An unscented Kalman filter-based rolling radius estimation methodology for railway vehicles with traction

2017 ◽  
Vol 232 (6) ◽  
pp. 1686-1702 ◽  
Author(s):  
Altan Onat ◽  
Petr Voltr ◽  
Michael Lata
Keyword(s):  
Kalman Filter ◽  
Condition Monitoring ◽  
Unscented Kalman Filter ◽  
Test Stand ◽  
Railway Vehicle ◽  
Wheel Wear ◽  
Railway Vehicles ◽  
Wheel Profile ◽  
Roller Configuration ◽  
And Performance

Monitoring the conditions of railway vehicle systems plays an important role in the maintenance of safety and performance of railway vehicles. Rolling radius is one of the properties that should be monitored continuously for the predictive maintenance of a railway vehicle since it changes with time due to wheel wear. In this study, a model-based condition monitoring methodology, which is based on an unscented Kalman filter, is proposed. The model includes the torsional dynamics of an independently rotating tram wheel with a traction motor and a contact model. The rolling radius is estimated by considering the traction effort of the motor and the angular velocity measurements. The proposed methodology is tested on a tram wheel test stand (roller rig), which has a wheel on roller configuration. First, a mathematical model is validated by the measurements taken from the test stand. Second, the unscented Kalman filter is applied as a parameter estimator. The results demonstrate that the proposed scheme is a promising option to be used in the predictive condition monitoring of the wheel profile for traction vehicles.

scholarly journals Three Body Abrasive Wear Behaviour of Polyamide 66/ Polypropylene (PA66/PP) Thermoplastic Blends

2017 ◽  
Vol 3 (1) ◽  
pp. 24-32
Author(s):  
B V Lingesh ◽  
B N Ravikumar ◽  
B M Rudresh
Keyword(s):  
Wear Resistance ◽  
Abrasive Wear ◽  
Wear Behaviour ◽  
Wear Volume ◽  
Polyamide 66 ◽  
Wheel Wear ◽  
Sand Particles ◽  
Abrasive Wear Behaviour ◽  
Three Body ◽  
Pp Blends

Three body abrasive wear behaviour of Polyamide 66 and Polypropylene (PA66/PP) blends in different weight percentages of 95/5, 90/10, 85/15, 80/20, 75/25 and 70/30 are investigated. The experiments were carried out as per ASTM G65 by using rubber wheel abrasion tester (RWAT). The tests were conducted for a load of 50 and 75 N at a sliding velocity of 2.5 m/s with an abrading distance of 500, 1000 and 1500 m using fine abrasive dry sand particles as third body. The experimental results revealed that the wear volume and specific wear rate are the functions of load, abrading distance and composition of blend. It was observed from the experimentation that the lower loading of PP into blend decreases the wear resistance. The effective wear resistance starts from higher loading of PP (30 wt.%) in the blend. The abrasive sand particles and their size played a major role in determining the wear characteristics of PA66/PP blends. Substantiate amount of rubber wheel wear contributes to the development of wear resistance. The worn surfaces are studied by using Scanning Electron Microscope (SEM) photographs.

scholarly journals Development of an On-Board Measurement System for Railway Vehicle Wheel Flange Wear

Sensors ◽  
2020 ◽  
Vol 20 (1) ◽  
pp. 303 ◽  
Author(s):  
Pacifique Turabimana ◽  
Celestin Nkundineza
Keyword(s):  
Measurement System ◽  
Measurement Errors ◽  
Addis Ababa ◽  
Displacement Sensor ◽  
Dynamic State ◽  
Railway Vehicle ◽  
Measurement Tool ◽  
Wheel Wear ◽  
Flange Thickness ◽  
Measurement Tools

The maintenance of railway systems is critical for their safe operation. However some landscape geographical features force the track line to have sharp curves with small radii. Sharp curves are known to be the main source of wheel flange wear. The reduction of wheel flange thickness to an extreme level increases the probability of train accidents. To avoid the unsafe operation of a rail vehicle, it is important to stay continuously up to date on the status of the wheel flange thickness dimensions by using precise and accurate measurement tools. The wheel wear measurement tools that are based on laser and vision technology are quite expensive to implement in railway lines of developing countries. Alternatively significant measurement errors can result from using imprecise measurement tools such as the hand tools, which are currently utilized by the railway companies such as Addis Ababa Light Rail Transit Service (AALRTS). Thus, the objective of this research is to propose and test a new measurement tool that uses an inductive displacement sensor. The proposed system works in both static and dynamic state of the railway vehicle and it is able to save the historical records of the wheel flange thickness for further analysis. The measurement system is fixed on the bogie frame. The fixture was designed using dimensions of the bogie and wheelset structure of the trains currently used by AALRTS. Laboratory experiments and computer simulations for of the electronic system were carried out to assess the feasibility of the data acquisition and analysis method. The noises and unwanted signals due to the dynamics of the system are filtered out from the sensor readings. The results show that the implementation of the proposed measurement system can accurately measure the wheel flange wear. Also, the faulty track section can be identified using the system recorded data and the operational control center data.

Analysis on wheel wear tendency of railway vehicle considering worn tread shape

2020 ◽  
Vol 2020.28 (0) ◽  
pp. 604
Author(s):  
Yuri Okuo ◽  
Yohei MICHITSUJI ◽  
Masuhisa TANIMOTO
Keyword(s):  
Railway Vehicle ◽  
Wheel Wear

scholarly journals Coupling Effects of Yaw Damper and Wheel-Rail Contact on Ride Quality of Railway Vehicle

2021 ◽  
Vol 2021 ◽  
pp. 1-18
Author(s):  
Hai Zhang ◽  
Xiangrui Ran ◽  
Xiugang Wang ◽  
Fengtao Lin ◽  
Qi Jiang
Keyword(s):  
Contact Geometry ◽  
Expansion Rate ◽  
Ride Quality ◽  
Railway Vehicle ◽  
Characteristic Parameters ◽  
Wheel Wear ◽  
Contact Points ◽  
Equivalent Parameter ◽  
Equivalent Conicity

The ride quality of the railway vehicle is not only affected by the wheel-rail contact geometry but also by the yaw damper. In order to explore this variation law, an equivalent parameter model of the yaw damper was established based on the internal characteristics of the yaw damper, which is both accurate and efficient. Then, considering the influence of wheel wear and wheel-rail contact geometry, ride quality of the railway vehicle under different parameters of yaw damper and wheel-rail contact parameters was analysed. The results show that the wheel-rail contact points are scattered on the wheel profile after the wheel wears out, and the equivalent conicity also tends to increase with the increasing operating mileage. The distribution of ride quality space is sensitive to the change of equivalent conicity. In the low equivalent conicity area, the expansion rate of excellent ride quality space is faster. In the high equivalent conicity area, the expansion rate of qualified ride quality space is faster. Appropriate additional stiffness which is oil stiffness in parallel with structural damping in the equivalent parameter model of the yaw damper can improve the vehicle ride quality. The lateral ride quality is influenced obviously with the condition of the damping of the yaw damper being less than 440 kN·s·m−1. Properly reducing the joint stiffness of the yaw damper could reduce the influence of characteristic parameters of the yaw damper and equivalent conicity of the wheel-rail contact on vehicle lateral ride quality. The optimized characteristic parameters of the yaw damper are used in the actual vehicle test, and the ride quality is effectively improved.

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