The effect of hollow-worn wheels on vehicle stability in straight track

Sawley, K; Urban, Curtis; Walker, R N

doi:10.1016/j.wear.2004.03.058

Cited by 48 publications

(30 citation statements)

References 5 publications

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“…Of the many methods to assess vehicle's hunting stability, the vehicle body lateral accelerations were used in this paper. Hunting was defined to occur when the standard deviation of the acceleration of the centre of the carbody, calculated from running over 600 m of track, exceeded 0.13 g [26].…”

Section: Simulation Resultsmentioning

confidence: 99%

“…In straight track, most rail wear is located at the TOR, and the wear rate is much less than that in curved track. For rail in straight track, most researchers focus on rolling contact fatigue (RCF) [25] and hunting (lateral oscillation of a vehicle) instability [26,27]. However, in recent years, there have been more reports of side wear occurring on straight track.…”

Section: Introductionmentioning

confidence: 99%

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Application of grinding to reduce rail side wear in straight track

Ding

Lewis

Beagles

et al. 2018

Wear

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A stretch of straight rail on the Jing-Hu railway in China has been suffering from unacceptable levels of side wear. This phenomenon has not previously been investigated. This paper reports on work to analyse the causes using actual wheel and rail profiles from the track where it has occurred and a novel contact assessment approach and possible mitigations. By running a range of dynamic multibody simulations, it was shown that static calculations are adequate to represent the contact conditions that cause the wear. Almost 7000 wheel profiles were measured and their contact with the relevant rail profile calculated. It was predicted that freight trains whose wheels have a large rolling radius difference, would rub on the gauge corner and gauge face, thus causing the wear. This finding was consistent with field measurements. Two grinding strategies were developed that could reduce the number of damaging contacts. These were, grinding the gauge shoulder, and grinding the field side of the top of the rail. Calculations predicted that the largest improvement would result from combining both strategies. This approach was adopted to reduce the side wear on rail in straight track. It was found that the distribution of wheel/rail contact points on the rail surface agreed well with the calculation results, and the proposed grinding regime did reduce side wear.

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Section: Simulation Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Application of grinding to reduce rail side wear in straight track

Ding

Lewis

Beagles

et al. 2018

Wear

View full text Add to dashboard Cite

show abstract

“…Unfortunately, in most cases actual contact conditions are quite far from theoretical predictions. One interesting case is represented by so-called "hollow wear" which especially affects the top of the rail of heavy haul lines and significantly alters the stability of the vehicle in both straight and curved track [11]. This kind of wear modifies the original Hertzian conditions into a conformal contact characterized by larger contact patches in which multiple pressure peaks are often present.…”

Section: Experimental Analysismentioning

confidence: 99%

Propagation of Sub-surface Cracks in Railway Wheels for Wear-induced Conformal Contacts

Pau

Leban

Guagliano

2010

JMTL

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The ability to predict the criticality of internal cracks in railway wheels requires accurate knowledge of stress intensity factors K I , K II , K III under contact loads. These factors depend both on the total load acting on the wheel and on how the load is transmitted through the wheel/rail interface, that is to say, they depends on the pressure distribution between wheel and rail. However, till today the solutions commonly used consider a theoretical (Hertzian) pressure distribution, even though the real contact patch may be far different for most of the lifespan of the wheel due to wear or to the dynamic conditions. In this paper an approach is developed with the aim of solving the case of an internally cracked wheel subjected to an arbitrary contact patch and pressure distribution. In particular, attention is focused on the case of hollow wear, which makes it possible to obtain very conformal contacts. The results are discussed and compared with the analytical solutions that consider Hertzian pressure distributions with the same total load.

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“…Although this value is commonly considered not so severe for actual operating conditions (Sawley et al [1] reports that in North America the benefit originated by wear removal balances the associated costs when the wheels reach 3 mm hollow), it has to be considered that the profile alteration is localized in a rather narrow region, and this leads to substantial changes in the contact area (even for relatively low loads), which may also lead to achieving a double point contact, as will be shown in detail later.…”

Section: Wheel-rail Systemmentioning

confidence: 99%

Ultrasonic assessment of wheel—rail contact evolution exposed to artificially induced wear

Leban

2009

Proceedings of the Institution of Mechanical Engineers, Part F:

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One of the most important effects that wear originates on the wheel-rail system is represented by the significant changes introduced in contact area features and contact pressure distribution. In fact, in most cases, even regular operation gradually modifies the profile of the contacting elements so as to transform the original Hertzian counterformal conditions into a conformal contact characterized by lower average pressures and relevant alterations in the size and shape of the contact patch.On the basis of the aforementioned considerations, this study presents the results of a series of experimental tests carried out with an ultrasonic non-invasive technique, with the final purpose of assessing to what extent wear induces modifications in contact parameters. To this end, in a regular flanged wheel, increasing degrees of wear were artificially produced at the centre of the tread. The interface of the wheel-rail systems thus obtained was investigated with highfrequency ultrasonic waves and the observed coefficient of reflection (which is known to be related to contact conditions) was graphically processed to build contact maps from which to extract information about the size and shape of the contact area and pressure distribution.The results allowed the monitoring of the transition from counterformal to conformal contact, and helped to establish an empirical relationship between the amount of wear and both the contact area value and average pressure. Moreover, contact pressure distribution (obtained with a dedicate calibration procedure) showed that conformal contacts lose the original 'one-peak' pressure trend and exhibit a multi-peak configuration. Thus, the ultrasonic method confirmed its capabilities to faithfully monitor contact conditions even in the case of randomly altered geometries of the contacting elements and, in the specific case, may represent an effective tool in validating the wear simulation models.

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The effect of hollow-worn wheels on vehicle stability in straight track

Cited by 48 publications

References 5 publications

Application of grinding to reduce rail side wear in straight track

Application of grinding to reduce rail side wear in straight track

Propagation of Sub-surface Cracks in Railway Wheels for Wear-induced Conformal Contacts

Ultrasonic assessment of wheel—rail contact evolution exposed to artificially induced wear

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