DOCSLIB.ORG

Friction in Wheel - Rail Contacts

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Friction in Wheel - Rail Contacts Friction in Wheel - Rail Contacts Radu Popovici This research was supported by the Dutch rail operator (NS) and the Dutch network infrastructure manager (ProRail). De promotiecommissie is als volgt samengesteld: prof.dr. F. Eising, Universiteit Twente, voorzitter en secretaris prof.dr.ir. D.J. Schipper, Universiteit Twente, promotor prof.dr.ir. A. de Boer, Universiteit Twente prof.dr.ir. A.J. Huis in’t Veld, Universiteit Twente prof.dr.ir. S. Cretu, Universiteit Gh. Asachi, Roemenië prof.dr.ir. P. De Baets, Universiteit Gent, België dr.ir. A.H. van den Boogaard Popovici, Radu Ionut Friction in Wheel - Rail Contacts ISBN 978-90-365-2957-0 Ph.D. Thesis, University of Twente, Enschede, The Netherlands February 2010 Keywords: wheel - rail contact, mixed lubrication, friction model, Stribeck curve, traction curve, wheel - rail friction measurement. Cover designed by Xiao Ma, Enschede Copyright © 2010 by R.I. Popovici, Enschede All right reserved Printed by Wöhrmann Printing Service, Zutphen FRICTION IN WHEEL - RAIL CONTACTS PROEFSCHRIFT ter verkrijging van de graad van doctor aan de Universiteit Twente, op gezag van de rector magnificus, prof. dr. H. Brinksma, volgens besluit van het College voor Promoties in het openbaar te verdedigen op vrijdag 19 februari 2010 om 15.00 uur door Radu Ionuţ Popovici geboren op 13 oktober 1978 te Iaşi, Roemenie. Dit proefschrift is goedgekeurd door de promotor: prof.dr.ir. D.J. Schipper in memoria bunicului, Barbu Summary In the autumn, railroad traffic is often interrupted due to the occurrence of slippery tracks. The Dutch main operator (NS) and the infrastructure manager (ProRail) struggle with repeated delays. The layer between wheel and rail causing this phenomenon has not yet been identified, but can be quantified by rheological properties determined by correlating the measured friction between wheel and rail and the developed friction model. To this end, the research described in this thesis is twofold: theoretical; in which the wheel - rail contact is modelled in terms of contact and friction, and experimental; in which the friction between wheel and rail is measured to validate the developed model. The contact model between wheel and rail is approximated to be elliptical, which is shown to be accurate for the described purpose. The low friction situation is assumed to be caused by an interfacial layer, which is acting like a lubricant. Combining the previous two assumptions, a mixed lubrication friction model is developed for the Hertzian elliptical contact situation in which the interfacial layer is acting as a lubricant governed by the Eyring model. The mixed lubrication friction model results in the so-called Stribeck curve and/or the traction curve, which both take frictional heating and starved conditions into consideration. In addition, the changes in attack angle are also taken into account and a general viscoelastic model is proposed for both interfacial and boundary layers. In this way, most of the situations occurring in the wheel - rail contacts are covered, with the recommendation that future research should include the effect of spin. The validation of the friction model was performed by conducting laboratory experiments on general elliptical contacts in the presence of a lubricant. Field experiments are conducted for extracting the rheological properties of the interfacial layer causing the low friction by using the presented model. For the field experiments, two pioneer devices were developed and successfully used on the real track. One is a sliding sensor which measures the coefficient of friction between a curved shaped specimen pressed against and sliding along the rail, i.e. simple sliding conditions. A second device is developed and mounted on a train for measuring traction curves between a measuring wheel and the head (top) of the rail, i.e. rolling/sliding conditions, at velocities of up to 100 km/h. The measuring campaign was scheduled over 20 nights during the autumn of 2008 on three tracks of the Dutch rail network (Hoekselijn, Zeeuwselijn and Utrecht - Arnhem - Zwolle). Five characteristic traction curves were identified by the use of a statistical approach and rheological properties were extracted for the layer causing the low friction situation. Most of the approximately 6000 measured traction curves showed good agreement with the friction model, in which the viii Summary interfacial layer is represented by the Eyring behaviour. However, for some of them, viscoelasticity had to be taken into account. Based on the results from the measuring campaign combined with the modelled wheel - rail friction model, conclusions were drawn and important recommendations made to both the Dutch train operator (NS) and the rail infra manager (ProRail) from theoretical and practical points of view. Samenvatting Gedurende de herfst wordt het treinverkeer vaak verstoord als het gevolg van gladde sporen. De Nederlandse Spoorwegen en de beheerder van de infrastructuur ProRail hebben daardoor problemen met herhaalde vertragingen. De samenstelling van de laag tussen treinwiel en spoorrails die ten grondslag ligt aan dit probleem is nog onbekend, maar kan met behulp van rheologische eigenschappen gekwantificeerd worden door de gemeten wrijving tussen wiel en spoor te correleren aan het ontwikkelde wrijvingsmodel. Teneinde dit te bereiken is het onderzoek in dit proefschrift tweeledig: enerzijds theoretisch, waarbij het contact en de wrijving in het wiel-rail contact worden gemodelleerd, en anderzijds experimenteel, waarbij de wrijving tussen wiel en spoorrails wordt gemeten om het model te kunnen valideren. Het contact tussen wiel en rail is bij benadering elliptisch, deze benadering is accuraat voor de beschreven toepassing. Het wordt aangenomen dat het optreden van lage wrijving veroorzaakt wordt door een grenslaag/tussenlaag tussen het wiel en de rail die zich gedraagt als een smeermiddel. Door het combineren van deze twee aannames is een model ontwikkeld dat de gemengde smering en de wrijving in een elliptisch Hertz contact beschrijft, waarbij de tussenlaag zich gedraagt als een smeermiddel volgens Eyring. Dit gemengde smerings- en wrijvingsmodel resulteert in de zogenaamde Stribeck-curve en/of de tractie-curve, beide met inachtname van wrijvings geïnduceerde verhitting en schrale smeringscondities. Daarbij worden ook de veranderingen in wiel stand t.o.v. rail (hoek) acht genomen en wordt een visco-elastisch model voorgesteld voor zowel de interface als de grenslagen. Op deze manier wordt het merendeel van de optredende situaties in wiel-spoor contacten beschreven, met de aanbeveling dat toekomstig onderzoek de effecten van 'spin', of rotatie in het contact vlak, zou moeten meenemen. Het wrijvingsmodel is gevalideerd met behulp van laboratorium experimenten aan algemeen elliptische contacten in de aanwezigheid van een smeermiddel. Daarnaast zijn veldtesten uitgevoerd om met behulp van het gepresenteerde model de rheologische eigenschappen van de tussenlaag, die resulteert in lage wrijving, te bepalen. Voor de veldtesten zijn twee tribotesters ontwikkeld die succesvol zijn toegepast in het dagelijkse spoorbedrijf. De ene is een glijdende sensor die de wrijvingscoëfficiënt meet wanneer een gekromd proefstuk tegen het spoor wordt gedrukt, ofwel glijdende condities. Een tweede opstelling is ontworpen en gemonteerd op een trein voor het meten van tractiecurves tussen een meetwiel en de kop (bovenkant) van het spoor, resulterend in een combinatie van rollende en glijdende condities, met snelheden tot 100 kilometer per uur. De metingen werden x Samenvatting uitgevoerd gedurende een periode van 20 nachten in het najaar van 2008 op drie trajecten van het Nederlandse spoornet: de Hoekselijn, de Zeeuwselijn en de driehoek Utrecht - Arnhem - Zwolle. Met behulp van een statistische benadering zijn vijf karakteristieke tractiecurves geïdentificeerd, waarmee de rheologische eigenschappen van de tussenlaag die de lage wrijving veroorzaakt bepaald kunnen worden. Het meerendeel van de bij benadering 6000 tractiecurves vertoonde een goede overeenstemming met het wrijvingsmodel waarin de tussenlaag wordt beschreven met behulp van Eyring gedrag. Voor een enkele curves moest visco- elastisch gedrag ook in beschouwing genomen worden. Gebaseerd op zowel de resultaten behaald gedurende de meetperiode als het model voor de wrijving in het wiel-rail contact zijn conclusies getrokken en belangrijke aanbevelingen gedaan aan de Nederlandse Spoorwegen en ProRail, zowel vanuit een theoretisch als een praktisch oogpunt. Acknowledgements As the project I worked on was very large, the number of people who I wish to thank is significant. The root of any PhD research lies in the project proposal made by those who open the eyes of the people working in industry, convincing them of the importance of research. The two men who accomplished this in the case of my project are Frans Kokkeler and Dik Schipper. Thank you both, for giving me the chance to work for my doctoral degree on such an exciting topic. The AdRem group was rather large and I shall first acknowledge the people from both NS and ProRail for the support they showed. Full credit must go to the project managers: to Marco Sala for his continuous challenges and to Marcel Vos for his genuine interest, but especially for answering the phone at 1:00 a.m. when we encountered a logistical problem, and to Frank Koster for being with us throughout these four years. Thanks to Felix Chang, Erik Sikma and Robert van Ommeren for hosting all our meetings and for being
Load more

Recommended publications
  • Real-Time Train Wheel Condition Monitoring by Fiber Bragg Grating Sensors
    Hindawi Publishing Corporation International Journal of Distributed Sensor Networks Volume 2012, Article ID 409048, 7 pages doi:10.1155/2012/409048 Research Article Real-Time Train Wheel Condition Monitoring by Fiber Bragg Grating Sensors Chuliang Wei,1 Qin Xin,2 W. H. Chung, 3 Shun-yee Liu,3 Hwa-yaw Tam,3 andS.L.Ho3 1 Department of Electronic Engineering, Shantou University, Guangdong 515063, China 2 Department of Applied Mathematics, Universit´e catholique de Louvain 1348, Louvain-la-Neuve, Belgium 3 Department of Electrical Engineering, The Hong Kong Polytechnic University, Kowloon, Hong Kong Correspondence should be addressed to Qin Xin, [email protected] Received 25 July 2011; Accepted 8 August 2011 Academic Editor: Tai Hoon Kim Copyright © 2012 Chuliang Wei et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. Wheel defects on trains, such as flat wheels and out-of-roundness, inevitably jeopardize the safety of railway operations. Regular visual inspection and checking by experienced workers are the commonly adopted practice to identify wheel defects. However, the defects may not be spotted in time. Therefore, an automatic, remote-sensing, reliable, and accurate monitoring system for wheel condition is always desirable. The paper describes a real-time system to monitor wheel defects based on fiber Bragg grating sensors. Track strain response upon wheel-rail interaction is measured and processed to generate a condition index which directly reflects the wheel condition. This approach is verified by extensive field test, and the preliminary results show that this electromagnetic- immune system provides an effective alternative for wheel defects detection.
    [Show full text]
  • Low Adhesion and Sanders
    Low adhesion and sanders AUTHORS INTRODUCTION WHY IS LOW ADHESION IMPORTANT TO THE RAILWAY? Andrew Lightoller is a This paper will introduce the concept of low Chartered Mechanical adhesion between train wheel and rail, including Low adhesion can cause safety incidents (such Engineer, working for why it is so important to the railway, and will as Signals Passed At Danger, or SPADs) and DB ESG, a rolling stock show how sand is used to improve low adhesion significant performance issues (such as station consultancy. Andrew braking performance. Using sand is not a new overruns or delays). In low adhesion, train drivers started his career in concept, indeed steam trains were using sand for will naturally drive more cautiously; perhaps the rail industry as a traction purposes over 100 years ago. However, resulting in a lower maximum speed between graduate engineer at by increasing sand delivery it is possible to deliver stations and braking early and gently. There are Bombardier where consistent train braking performance regardless also issues with traction, particularly affecting he took over as Brakes engineer on the of the underlying adhesion conditions. Solving freight trains with limited motored axles. Classic project. After various experience the braking issue builds driver confidence in poor Each year, approximately 350,000 delay minutes including a six month placement at Chiltern adhesion conditions and opens the door to using are attributed to low adhesion. The direct impact depot commissioning 168s and EU testing sand in traction to achieve higher performance. of low adhesion is estimated to cost the GB of aluminium foam, Andrew moved to Atkins railway industry and wider society £345m per as a Brakes & Pneumatics Engineer in 2001.
    [Show full text]
  • Online Condition Monitoring of Railway Wheelsets”
    ONLINE CONDITION MONITORING OF RAILWAY WHEELSETS by Arash Amini A thesis submitted to The University of Birmingham For the degree of DOCTOR OF PHILISOPHY School of Electronic, Electrical and Systems Engineering College of Engineering and Physical Sciences University of Birmingham May 2016 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. Synopsis Wheelset failures can occur unexpectedly resulting in very serious derailments. The rail industry has focused on the improvement of maintenance through the effective use of online condition monitoring of rolling stock and rail infrastructure in order to reduce the occurrence of unexpected catastrophic failures and disruption that arise from them. The basic components comprising a railway wheelset are the wheels, axle and axle bearings. Defective bearings due to their position within the wheelset configuration can be very difficult to detect. Existing wayside technologies based predominantly on Hot Axle Box Detectors (HABDs) are only able to detect a faulty axle bearing only after it has practically failed. Trackside Acoustic Array Detectors (TAADs) on the other hand have not yet proven their effectiveness as an alternative technique for the early detection of faulty axle bearings.
    [Show full text]
  • Increasing the Maintenance Work Rate of Lhb and Icf Wheel Using Cnc Machine
    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 07 Issue: 03 | Mar 2020 www.irjet.net p-ISSN: 2395-0072 INCREASING THE MAINTENANCE WORK RATE OF LHB AND ICF WHEEL USING CNC MACHINE T.S.RUCKMANI1, T.RAJESH BILLEE 2,S.SARAVANAN3,M.THIRUKUMARAN4 1,2,3Department of Mechanical and Automation Engineering, PSN College of Engineering and Technology, Tirunelveli 4Ass.Professor. Department of Mechanical and Automation Engineering, PSN College of Engineering and Technology, Tirunelveli ---------------------------------------------------------------------***---------------------------------------------------------------------- Abstract :- The aim of this paper is to reduce the manufacturing cost and to reduce the time of remanufacturing work on the rail wheels. There are two types of surface machining or reprofiling a rail wheel. They are lathe machining process and cnc machining process. In this paper, for our research and development of reprofiling a rail wheel, we are using the cnc machining process for the better result and the major need as reducing the time of reprofiling the surface of the wheels. In the paper the defective wheels are taken and are to be reprofiled to extend their service in the railways. The process done on the surface of the wheel is termed as turning operation. The defective wheels are set into the cnc lathe machine for the turning process. The input parameter of the cnc machine is feeded. The parameters are i)depth of cut ii)speed rate iii)feed rate. The time reducing and increasing the remanufacturing work rate of the defective wheels is the major role in this paper. Key Words: Reprofiling, turning operation, remanufacturing work, CNC machining 1.
    [Show full text]
  • Steam Simulator Operating Manual
    Highball Sim **** STEAM LOCOMOTIVE SIMULATOR Based on the Santa Fe & Disneyland Railroad 5/8th Narrow Gauge Railroad OPERATING MANUAL **** by Preston Nirattisai Los Angeles, CA based on simulator version 1.0.0.2017-12 **** ckhollidayplans.com Contents Contents iv Foreword vii Acknowledgements xi Introduction xiii 1 Installing, Updates, and Support 1 1.1 Installing and Running . 1 1.2 Updates . 1 1.3 Uninstalling . 2 1.4 Support . 2 1.5 License . 2 2 The Simulator 3 2.1 Quick Start . 4 2.2 Navigating the Simulator . 9 2.3 Controls . 11 2.4 Home Menu . 15 2.5 Main Menu . 17 2.6 Tracks and Scenery Configuration . 35 2.7 Quick Engine Setup . 36 2.8 Pause Menu . 38 2.9 Failure Dialogue . 38 3 The Locomotives 41 3.1 History . 41 3.2 Engine Components . 42 3.3 Cab Controls . 56 4 Firing Up a Cold Engine 63 5 Water Management (Fireman) 69 5.1 Water quantity . 69 5.2 Water Contents . 76 iv 6 Steam and Pressure Management 79 6.1 Steam Loss . 80 6.2 Boiler Pressure Safety . 85 7 Firing and Fire Management 87 7.1 Creating, Building, and Maintaining a Fire . 89 7.2 Fire Indications . 95 7.3 Refilling the Water and Fuel . 96 7.4 Firing on Compressed Air . 97 8 Running a Steam Locomotive (Engineer) 99 8.1 Locomotive Construction . 99 8.2 Physics of a Steam Locomotive . 102 8.3 Stephenson Valve Gear . 104 8.4 Throttle and Johnson Bar . 105 8.5 Engine and Train Lubrication . 112 8.6 Air Compressor .
    [Show full text]
  • Determination of Tramway Wheel and Rail Profiles to Minimise Derailment
    Rail Te~h~~l~~~ l~l~~t at Manchester Metropolitan University Determination of Tramway Wheel and Rail Profiles to Minimise Derailment Date: 12th February 2008 RTU Ref: 90/3/A Client: ORR Authors: Dr Paul Allen Dr Adam Bevan Senior Research Engineer Senior Research Engineer Tel: 0161 247 6251 Tel: 0161 247 6514 E-mail: [email protected] E-mail: [email protected] ,; oFFacE o~ aa~~ a~cu~arioN Determination of Tramway Wheel and Rail Profiles to Minimise Derailment Final Report Project Title Determination of Tramway Wheel and Rail Profiles to Minimise Derailment(ORR/CT /338/DTR) Project Manager Dr. Paul Allen Client ORR Date 12/02/2008 Project Duration 6 Months Issue 1 Distribution Dudley Hoddinott (ORR) David Keay (ORR) PDA/AB/SDI/JMS (RTU) Project file Report No. 90/3/A Reviewed bv: Prof. Simon Iwnicki Contact: Dr Paul Allen Senior Research Engineer Tel: 0161 247 6251 E-mail: [email protected] si !Yw. 2n'.-^y..yy.:m'~ ~ 4'~:~~ .!fit'•.. ~' .y,.l.: CONFIDENTIAL Determination of Tramway Wheel and Rail Profiles to Minimise Derailment Final Report Summary As the first phase of a three stage project, the Office of Rail Regulation (ORR) commissioned a wide ranging study to review current tramway systems and their wheel and rail profiles within the UK. Completed by the Health and Safety Executive (HSE) Labs, the work was reported under the Phase 1 ORR study document, entitled `A survey of UK tram and light railway systems relating to the wheel/rail interface' ~'~. Phase 2 of the work, presented within this report, analyses this initial study and extends the work through the application of wheel-rail contact analysis techniques and railway vehicle dynamics modelling to determine optimised wheel and rail profile combinations which minimise derailment risk and wear.
    [Show full text]
  • Wayside Condition Monitoring System for Railway Wheel Profiles: Applications and Performance Assessment
    DOCTORAL T H E SIS Matthias Asplund Wayside Condition Monitoring System for Railway Wheel Profiles: Applications and Performance Assessment Applications and Performance Wheel Profiles: Condition Monitoring System for Railway Wayside Asplund Matthias Wayside Condition Monitoring System Department of Civil, Environmental and Natural Resources Engineering Wayside Condition Monitoring Division of Operation, Maintenance and Acoustics for Railway Wheel Profiles: System for Railway Wheel Profiles: Applications and Performance ISSN 1402-1544 ISBN 978-91-7583-745-1 (print) Applications and Performance Assessment ISBN 978-91-7583-746-8 (pdf) Assessment Luleå University of Technology 2016 Matthias Asplund Matthias Asplund Division of Operation, Maintenance and Acoustics LuleåOperation University and of Technology, Maintenance Sweden Wayside Condition Monitoring System for Railway Wheel Profiles: Applications and Performance Assessment Matthias Asplund Luleå University of Technology Department of Civil, Environmental and Natural Resources Engineering Division of Operation, Maintenance and Acoustics Printed by Luleå University of Technology, Graphic Production 2016 ISSN 1402-1544 ISBN 978-91-7583-745-1 (print) ISBN 978-91-7583-746-8 (pdf) Luleå 2016 www.ltu.se PREFACE The research work presented in this thesis was carried out between August 2011 and December 2016 at the Division of Operation and Maintenance Engineering of Luleå University of Technology and Luleå Railway Research Center (JVTC). The interest and financial support of Trafikverket (the Swedish Transport Administration) were the means to this end. ACKNOWLEDGEMENT I would like to express my gratitude to my supervisor, Professor Uday Kumar, and my co- supervisors, Dr Matti Rantatalo and Dr Jing Lin, for the great confidence which they have placed in my capability to conduct this research work, and for all their support through sharing their ideas, proposing improvements, proofreading manuscripts, finding new ways, and always adopting a positive approach.
    [Show full text]
  • The Wheel-Rail Contact Problem in Vehicle
    THE WHEEL-RAIL CONTACT PROBLEM IN VEHICLE DYNAMIC SIMULATION MODELING OF TRAIN-TURNOUT INTERACTION THE WHEEL-RAIL CONTACT PROBLEM IN VEHICLE DYNAMIC SIMULATION MODELING OF TRAIN-TURNOUT INTERACTION Proefschrift ter verkrijging van de graad van doctor aan de Technische Universiteit Delft, op gezag van de Rector Magnificus prof. ir. K.C.A.M. Luyben, voorzitter van het College voor Promoties, in het openbaar te verdedigen op dinsdag 5 januari 2016 om 10:00 uur door Nico BURGELMAN Burgerlijk werktuigkundig ingenieur, Universiteit Gent, België MSc. Solid and fluid mechanics, Chalmers University of Technology, Sweden geboren te Gent, België. Dit proefschrift is goedgekeurd door de: promotor: Prof. dr. R.P.J.B. Dollevoet copromotor: Dr. Z. Li Samenstelling promotiecommissie: Rector Magnificus, voorzitter Prof. dr. ir. R.P.J.B. Dollevoet, Technische Universiteit Delft Dr. Z. Li, Technische Universiteit Delft Onafhankelijke leden: Prof. S. Iwnicki University of Huddersfield Dr. I.Y. Shevtsov ProRail Dr.ir. A.L. Schwab Technische Universiteit Delft Prof.dr.ir. D.J. Schipper Universiteit Twente Prof.dr. A. Scarpas Technische Universiteit Delft Prof. dr. ir. R.F.Hanssen Technische Universiteit Delft, reservelid This dissertation was supported by: Keywords: Railways, Wheel/rail Contact, Vehicle Dynamics, Non-Elliptical Con- tact Models, Turnouts Printed by: CPI Koninklijke Wöhrmann Cover: Front: The local slip in the contact area calculated with the FastSim method & Back: a visualization of the wheel profile and the contact locus Copyright © 2015 by Nico Burgelman ([email protected]). ISBN 978-94-6203-976-6 An electronic version of this dissertation is available at http://repository.tudelft.nl/. For science, for technology and last but not least, for better railway systems.
    [Show full text]
  • Scale Trains
    Celebrating Scale the art of MAGAZINE Trains 1:48 modeling O u July/August 2009 Issue #45 US $6.95 • Can $8.95 Display until August 31, 2009 Celebrating the art of 1:48 modeling Issue #45 Scale July/August 2009 Vol. 8 - No.4 Editor-in-Chief/Publisher Joe Giannovario Trains MAGAZINE [email protected] O Features Art Director Jaini Giannovario [email protected] 4 The Aspen & Western Ry — Red Wittman An On30 layout with many scratchbuilt structures. Managing Editor 12 Chicago March Meet Contest Photos Mike Cougill Part 2 of our contest coverage. [email protected] 15 A New Roundhouse for the Clover Leaf — Warner Clark Building a roundhouse, even to P48 specs, isn’t that difficult. Advertising Manager Jeb Kriigel 21 Greg Heier 1941 - 2009 [email protected] O Scale News editor passes away in April. Customer 23 Detailing Die-Cast Locomotives Part 2 — Joe Giannovario Service Redetailing the tender required the kindness of friends. Spike Beagle 29 Installing Lighted Train Indicators — Charles Morrill Complaints Add this slick detail to your SP and UP locomotives. L’il Bear 31 Modeler’s Trick — Bill Davis CONTRIBUTORS Here’s an inexpensive way to sort and store your strip stock. TED BYRNE GENE CLEMENTS CAREY HINch ROGER C. PARKER 34 Atlas Postwar AAR Boxcar Upgrade — Larry Kline Improve and refine the details of this commonly found model. Subscription Rates: 6 issues 38 A Home Built Rivet Embosser — John Gizzi US - Periodical Class Delivery US$35 US - First Class Delivery (1 year only) US$45 If necessity is the Mother of Invention, then frugality is its Father.
    [Show full text]
  • Design & Analysis of Rail Wheel Failure
    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056 Volume: 04 Issue: 12 | Dec-2017 www.irjet.net p-ISSN: 2395-0072 DESIGN & ANALYSIS OF RAILWHEEL FAILURE A V ANIL KUMAR1, K.SREENIVAS2 1M.Tech Student, Department of Mechanical Engineering, Krishna Chitanya Institute of Technology & Sciences, Markapur. 2Sr. Professor, Department of Mechanical Engineering, Krishna Chitanya Institute of Technology & Sciences, Markapur. ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract- Rail wheel is the major part which helps move a and thus is more dangerous. The current study focuses on train at high speeds and increased axle loads at wheel contact the subsurface crack propagation (shattered rim) analysis. forces. These leads to major rim damage from wear to fatigue. This process of wear, fatigue causes fractures in wheels or Most of the existing rolling contact fatigue models tread surface material. use a simplified stress calculation technique, such as Hertz analytical solution or simplified finite element analysis with These are the major causes for damage to the rail suspensions applied Hertz contact pressure. Due to the complex and derailment of the rail. The current study focuses on sub- geometry of the wheel/rail contact area, it is more surface propagation analysis which is based on the critical appropriate to use a 3D finite element method to calculate plane approach. Firstly, we design a geometric model of a rail stress response in the mechanical components. wheel in AUTOCAD software. 2. LITERATURE REVIEW: It is made of steel R-16 and R-19 steel and tested by applied loads and boundary conditions on wheel &Axle by using the As per Tournay HM, Mulder JM.
    [Show full text]
  • Real-Time On-Board Condition Monitoring of Train Axle Bearings
    Real-time on-board condition monitoring of train axle bearings I Corni1,2, N Symonds1, R J K Wood1, A Wasenczuk2, D Vincent2 1 National Centre for Advanced tribology at Southampton, Faculty of Engineering and the Environment, University of Southampton, UK 2 Perpetuum Ltd, Southampton, UK ABSTRACT Premature failure of rail axle bearings causes a significant increase in train operating costs and can impact train safety. A new on-board condition monitoring approach provided by Perpetuum Ltd is fitted on passenger trains to provide the operator with real-time information on bearing health. This new technology allows the detection of early bearing damage. This paper reports an initial study to understand the source of vibrations. The final aim of the project is to connect the increasing vibration data to the bearing surface damage, measured with surface profilometry. 1 INTRODUCTION Rolling element bearings are mechanical components widely employed in industrial applications, from rotating machinery to means of transport. Rolling element bearings consist of a complex structure (outer ring, inner ring, cage and rollers) and usually operate in harsh working environments (e.g. high temperature, rotational speed and loads) and therefore they are often at risk of failure. Fatigue is the normal failure mode for bearings that are properly installed and maintained. Unfortunately, numerous bearings suffer early failures due to poor fitting, insufficient lubrication, overloading, overheating, contamination, unbalance and misalignment. Early failure can cause the breakdown of the machinery, decrease its efficiency and even reduce safety with risks to lives (1-3). For these reasons it is vital to monitor the bearing condition and lots of research has been recently undertaken in fault diagnosis using mainly vibrations (4-14), but also acoustic emissions (15-16) and temperature measurements.
    [Show full text]
  • Analysis for Locomotive Wheels' Degradation
    Copyright © 2014 IEEE. Reprinted, with permission, from Jing Lin, Julio Pulido and Matthias Asplund, “Analysis for Locomotive Wheels’ Degradation,” 2014 Reliability and Maintainability Symposium, January, 2014. This material is posted here with permission of the IEEE. Such permission of the IEEE does not in any way imply IEEE endorsement of any of ReliaSoft Corporation's products or services. Internal or personal use of this material is permitted. However, permission to reprint/republish this material for advertising or promotional purposes or for creating new collective works for resale or redistribution must be obtained from the IEEE by writing to [email protected]. By choosing to view this document, you agree to all provisions of the copyright laws protecting it. Analysis for Locomotive Wheels’ Degradation Jing Lin, PhD, Luleå University of Technology Julio Pulido, PhD, ReliaSoft Corporation Matthias Asplund, Luleå University of Technology Key Words: reliability; accelerate life testing; Bayesian approach; locomotive wheels; product maintenance strategy SUMMARY & CONCLUSIONS organized as follows. Section 2 describes the background and dataset for the case study of the wheels. Section 3 presents the This paper undertakes a reliability study using both models and results from a classical approach’s perspective. classical and Bayesian semi-parametric frameworks to explore Section 4 presents the piecewise constant hazard regression the impact of a locomotive wheel’s position on its service model with gamma frailties. Finally, Section 5 offers lifetime and to predict its other reliability characteristics. The conclusions and comments for future study. goal is to illustrate how degradation data can be modeled and analyzed by using classical and Bayesian approaches.
    [Show full text]