Traction, forces, wheel climb and damage in high-speed railway operations

Magel, Eric; Tajaddini, Ali; Trosino, Michael; Kalousek, J

doi:10.1016/j.wear.2008.01.036

Cited by 19 publications

(8 citation statements)

References 9 publications

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“…At high velocities of interacting surfaces, despite several works in this area [39][40][41][42][43], some problems have not yet been resolved. The thermal load of the factual contact zone, velocity of the surface, tribo-chemical reaction of the environment and resistance of deformation increase, whereas time of the thermal action and thickness of the superficial heated up layer decrease.…”

Section: Analysis Of Results Of the Experimental Researchesmentioning

confidence: 99%

A New Concept of the Mechanism of Variation of Tribological Properties of the Machine Elements Interacting Surfaces

Tumanishvili¹,

Nadiradze²,

Tumanishvili³

2021

Tribology in Materials and Manufacturing - Wear, Friction and Lubrication

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The methods of estimation and prediction of tribological properties of the contact zone of interacting elements of machines are characterized by the low informativeness and accuracy that complicates provision of the proper tribological properties and hinders reliable and effective operation of machines. For obtaining more wide information about factors influencing tribological properties of the interacting surfaces, the experimental researches on the high speed (up to 70-m/s) and serial twin-disk machines were carried out. Our researches have shown that with different properties and degrees of destruction of the third body, the coefficient of friction can change up to 10 times or more, the wear rate up to 102-104 times, etc. This was the basis for a new concept of the mechanism of variation of tribological properties of interacting surfaces. The researches have shown a dependence of tribological properties of the contact zone on the properties and destruction degree of the third body that was assumed as a basis of new concept of the mechanism of variation of tribological properties of these surfaces. The monitoring of the third body destruction onset and development was carried out in the laboratory conditions and a criterion of the third body destruction was developed. The reasons of the negative, neutral and positive friction and mild, severe and catastrophic wear are shown.

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Section: Analysis Of Results Of the Experimental Researchesmentioning

confidence: 99%

A New Concept of the Mechanism of Variation of Tribological Properties of the Machine Elements Interacting Surfaces

Tumanishvili¹,

Nadiradze²,

Tumanishvili³

2021

Tribology in Materials and Manufacturing - Wear, Friction and Lubrication

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“…The upstop wheels keep the vehicle on the track during negative vertical accelerations. Variations of this similar set-up have been in use since a first vehicle concept like this was patented in the 1920s (Miller, 1921).…”

Section: Roller Coaster Vehicle and Wheel Bogiesmentioning

confidence: 99%

“…Rail vehicles usually also employ strain gauges fitted onto the front and backside of the wheel discs of a wheelset as described in Schwabe and Berg (2007), Magel et al (2008) and Joch et al (2012). The normal and the tangential force cause strain at the measurement points which depends on their magnitude, the location of the contact point and the wheel radius.…”

Section: Measurement Of Wheel Forcesmentioning

confidence: 99%

Measuring the wheel-rail forces of a roller coaster

Simonis

Schindler

2018

J. Sens. Sens. Syst.

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Abstract. During a roller coaster ride, the vehicles and their passengers are exposed to multiple times the acceleration of earth's gravity. The corresponding forces must be transmitted by the wheels to the track and the support structure. To validate the load assumptions of static and fatigue analysis, it is necessary to measure these forces. Currently, it is deemed sufficient to measure only the accelerations, providing a limited view of the whole. This article presents a method to measure the actual forces and moments that act on a wheel. Since the diameters of roller coaster wheels are comparatively small (approx. 200 mm) and the loads high (approx. 30 kN), industrially available multi-axis transducers cannot be used. Therefore, a transducer design based on strain gauges was developed and successfully implemented in a roller coaster vehicle. Due to its scalability, its application is not limited to just roller coaster wheels: it can be used for all types of non-driven wheels as well.

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“…[11][12][13][14][15][16][17][18][19][20][21][22][23][24][25][26] Additionally, numerous investigations fail to recognize the movement of the contact point, assume that the contact point occurs at the steepest section of the flange, or neglect the wheelset yaw and roll rotations. [27][28][29][30][31][32][33][34][35][36] Other investigations have attempted to extend or correct Nadal's derivation, [37][38][39] and some recent investigations have recognized the importance of the wheelset orientation as well as the movement of the contact point. 3,26,[40][41][42][43][44][45][46][47][48] It is the purpose of this investigation to shed light on and reinforce the importance of taking into account the wheelset orientation as well as to demonstrate that, for a wheelset in contact with a tangent track at three distinct points, the system configuration can be fully defined given the wheelset angle of attack.…”

Section: Motivation Background and Scopementioning

confidence: 99%

Further investigation of wheel climb initiation: Three-point contact

O'Shea

Shabana

2016

Proceedings of the IMechE

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In previous research, a set of nonlinear algebraic kinematic constraint equations were developed that describe the configuration of a wheelset in contact with a track at two distinct points. In such a case of two points of contact, a simplified wheelset model that has the lateral displacement and angle of attack as the independent variables can be developed. In the current investigation, this approach is extended to the new case of a wheelset in contact with a tangent track at three distinct points. The solution of this three-point contact problem requires specifying the wheelset angle of attack only. This wheelset configuration is significant in derailment investigations because it is a possible configuration at the initiation of a wheel climb derailment. In order to study this wheel climb initiation configuration, a set of nonlinear kinematic constraint equations is developed as a function of the wheelset angle of attack and solved for the unknown system coordinates and contact surface parameters using an iterative Newton-Raphson algorithm. The wheelset angle of attack during wheel climb derailments can be determined forensically at the derailment site, making this approach of practical significance. It is shown in this investigation that the system configuration can be fully defined for wheel climb derailment initiation, which allows for the investigation of various derailment parameters such as the wheel-rail contact angle. It is then reinforced in this study that the wheelset flange angle, which is the angle between the tangent to the wheel surface at the contact point and the wheelset axle, is not representative of the wheel-rail contact angle, which is the angle between the tangent to the contact surfaces and the lateral common tangent to the two railheads; this distinction can only be demonstrated through full definition of the system configuration that accounts for the wheelset roll angle. This investigation therefore calls into question the Nadal L=V derailment limit as well as any investigation that chooses to neglect the wheelset orientation or the effect of such orientation on the wheel/rail contact geometry. This new formulation is validated and supported using a three-dimensional fully nonlinear unconstrained multibody system wheel climb derailment model recently proposed in a previous study. Using this model, new results demonstrate that initiation of the wheel climb motion is correctly predicted using proper geometry definitions in the derailment criteria, whereas previous results demonstrated such motion was not correctly predicted using the geometry definitions used by Nadal. This investigation is not intended as a derailment criteria proposal, but rather as support and rationalization for the use of correct contact geometry in derailment investigations. This investigation reiterates the important result that the Nadal L=V derailment limit is not conservative, and demonstrates that, with proper formulation, more accurate and justifiable derailment criteria can be developed.

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Traction, forces, wheel climb and damage in high-speed railway operations

Cited by 19 publications

References 9 publications

A New Concept of the Mechanism of Variation of Tribological Properties of the Machine Elements Interacting Surfaces

A New Concept of the Mechanism of Variation of Tribological Properties of the Machine Elements Interacting Surfaces

Measuring the wheel-rail forces of a roller coaster

Further investigation of wheel climb initiation: Three-point contact

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