Influence of railway wheel tread damage on wheel-rail impact loads and the durability of wheelsets

Dynamic wheel-rail contact forces induced by a severe form of wheel tread damage have been measured by a wheel impact load detector during full-scale field tests at different vehicle speeds.Based on laser scanning,the measured three-dimensional damage geometry is employed in simulations of dynamic vehicle-track interaction to calibrate and verify a simulation model.The relation between the magnitude of the impact load and various operational parameters,such as vehicle speed,lateral position of wheel-rail contact,track stiffness and position of impact within a sleeper bay,is investigated.The calibrated model is later employed in simulations featuring other forms of tread damage;their effects on impact load and subsequent fatigue impact on bearings,wheel webs and subsurface initiated rolling contact fatigue of the wheel tread are assessed.The results quantify the effects of wheel tread defects and are valuable in a shift towards condition-based maintenance of running gear,and for general assessment of the severity of different types of railway wheel tread damage.

Analysis of wheel-rail adhesion redundancy considering the thirdbody medium on the rail surface

Purpose–In response to the problem of insufficient traction/braking adhesion force caused by the existence of the third-body medium on the rail surface,this study aims to analyze the utilization of wheel-rail adhesion coefficient under different medium conditions and propose relevant measures for reasonable and optimized utilization of adhesion to ensure the traction/braking performance and operation safety of trains.Design/methodology/approach–Based on the PLS-160 wheel-rail adhesion simulation test rig,the study investigates the variation patterns of maximum utilized adhesion characteristics on the rail surface under different conditions of small creepage and large slip.Through statistical analysis of multiple sets of experimental data,the statistical distribution patterns of maximum utilized adhesion on the rail surface are obtained,and a method for analyzing wheel-rail adhesion redundancy based on normal distribution is proposed.The study analyzes the utilization of traction/braking adhesion,as well as adhesion redundancy,for different medium under small creepage and large slip conditions.Based on these findings,relevant measures for the reasonable and optimized utilization of adhesion are derived.Findings–When the third-body medium exists on the rail surface,the train should adopt the low-level service braking to avoid the braking skidding by extending the braking distance.Compared with the current adhesion control strategy of small creepage,adopting appropriate strategies to control the train’s adhesion coefficient near the second peak point of the adhesion coefficient-slip ratio curve in large slip can effectively improve the traction/braking adhesion redundancy and the upper limit of adhesion utilization,thereby ensuring the traction/braking performance and operation safety of the train.Originality/value–Most existing studies focus on the wheel-rail adhesion coefficient values and variation patterns under different medium conditions,without considering whether the rail surface with different medium can provide sufficient traction/braking utilized adhesion coefficient for the train.Therefore,there is a risk of traction overspeeding/braking skidding.This study analyzes whether the rail surface with different medium can provide sufficient traction/braking utilized adhesion coefficient for the train and whether there is redundancy.Based on these findings,relevant measures for the reasonable and optimized utilization of adhesion are derived to further ensure operation safety of the train.

Train wheel-rail force collaborative calibration based on GNN-LSTM

Accurate wheel-rail force data serves as the cornerstone for analyzing the wheel-rail relationship.However,achieving continuous and precise measurement of this force remains a significant challenge in the field.This article introduces a calibration algorithm for the wheel-rail force that leverages graph neural networks and long short-term memory networks.Initially,a comprehensive wheel-rail force detection system for trains was constructed,encompassing two key components:an instrumented wheelset and a ground wheel-rail force measuring system.Subsequently,utilizing this system,two distinct datasets were acquired from the track inspection vehicle:instrumented wheelset data and ground wheel-rail force data,a feedforward neural network was employed to calibrate the instrumented wheelset data,referencing the ground wheel-rail force data.Furthermore,ground wheel-rail force data for the locomotive was obtained for the corresponding road section.This data was then integrated with the calibrated instrumented wheelset data from the track inspection vehicle.Leveraging the GNN-LSTM network,the article establishes a mapping relationship model between the wheel-rail force of the track inspection vehicle and the locomotive wheel-rail force.This model facilitates continuous measurement of locomotive wheel-rail forces across three typical scenarios:straight sections,long and steep downhill sections,and small curve radius sections.

关键参数对缓圆点波磨区段轮轨力的影响分析

以探究重载线路运行参数对车辆通过缓和曲线低轨侧波磨区轮轨力的影响规律为目的,基于Simpack多体动力学软件搭建了C80车辆-轨道耦合多体动力学模型,利用Matlab生成美国五级轨道随机不平顺,叠加缓圆点前钢轨波磨时域激励作为模型输入,仿真得到在缓圆点处不同波长、波深波磨状态下,缓和曲线长度、曲线半径、超高、行驶速度等关键参数对轮轨力的影响。通过分析一位轮对的轮轨力变化趋势和其最大增长率,发现波磨侧的轮轨力受波磨影响较大;无波磨一侧轮轨横向力受波磨的影响比垂向力大;曲线参数中,各指标最大增长率均随速度的增加而下降;除高轨侧轮轨横向力外,其余指标均随曲线半径的增大而减小;缓和曲线长度和超高的变化,对各指标最大增长率没有明显的降低作用,甚至随着运行参数的增加,指标最大增长率反而增加。

ANALYSIS OF THERMAL-ELASTIC STRESS OF WHEEL-RAIL IN ROLLING-SLIDING CONTACT

A coupling thermo-mechanical model of wheel/rail in rolling-sliding contact is put forward using finite element method. The normal contact pressure is idealized as the Hertzian distribution, and the tangential force presented by Carter is used. In order to obtain thermal-elastic stress, the ther-mal-elastic plane stress problem is transformed to an elastic plane stress problem with equivalent fictitious thermal body force and fictitious boundary distributed force. The temperature rise and ther-mal-elastic stress of wheel and rail in rolling-sliding are analyzed. The non-steady state heat transfer between the contact surfaces of wheel and rail, heat-convection and radiation between the wheel/rail and the ambient are taken into consideration. The influences of the wheel rolling speed and wear rate on friction temperature and thermal-elastic stress are investigated. The results show the following： ① For rolling-sliding case, the thermal stress in the thin layer near the contact patch due to the friction temperature rise is severe. The higher rolling speed leads to the lower friction temperature rise and thermal stress in the wheel; ② For sliding case, the friction temperature and thermal stress of the wheel rise quickly in the initial sliding stage, and then get into a steady state gradually. The expansion of the contact patch, due to material wear, can affect the friction temperature rise and the thermal stress during wear process. The higher wear rate generates lower stress. The results can help under-stand the influence of friction temperature and thermal-elastic stress on wheel and rail damage.

Comparative study on wheel-rail dynamic interactions of side-frame cross-bracing bogie and sub-frame radial bogie

Improving freight axle load is the most effective method to improve railway freight capability; based on the imported technologies of railway freight bogie, the 27 t axle load side-frame cross-bracing bogie and sub-frame radial bogie are developed in China. In order to analyze and compare dynamic interactions of the two newly developed heavy-haul freight bogies, we establish a vehi- cle-track coupling dynamic model and use numerical calculation methods for computer simulation. The dynamic performances of the two bogies are simulated separately at various conditions. The results show that at the dipped joint and straight line running conditions, the wheel-rail dynamic interactions of both bogies are basically the same, but at the curve negotiation condition, the wear and the lateral force of the side-frame cross-bracing bogie are much higher than that of the sub-frame radial bogie, and the advantages become more obvious when the curve radius is smaller. The results also indicate that the sub- frame radial bogie has better low-wheel-rail interaction characteristics.

Wheel-rail contact model for railway vehicle-structure interaction applications:development and validation

An enhancement in the wheel-rail contact model used in a nonlinear vehicle-structure interaction(VSI)methodology for railway applications is presented,in which the detection of the contact points between wheel and rail in the concave region of the thread-flange transition is implemented in a simplified way.After presenting the enhanced formulation,the model is validated with two numerical applications(namely,the Manchester Benchmarks and a hunting stability problem of a sus-pended wheelset),and one experimental test performed in a test rig from the Railway Technical Research Institute(RTRI)in Japan.Given its finite element(FE)nature,and contrary to most of the vehicle multibody dynamic commercial software that cannot account for the infrastructure flexibility,the proposed VSI model can be easily used in the study of train-bridge systems with any degree of complexity.The validation presented in this work proves the accuracy of the proposed model,making it a suitable tool for dealing with different railway dynamic applications,such as the study of bridge dynamics,train running safety under different scenarios(namely,earthquakes and crosswinds,among others),and passenger riding comfort.

An integrated approach for the optimization of wheel-rail contact force measurement systems

A comprehension of railway dynamic behavior implies the measure of wheel-rail contact forces which are affected by disturbances and errors that are often difficult to be quantified. In this study, a benchmark test case is proposed, and a bogie with a layout used on some European locomotives such as SIEMENS El90 is studied. In this layout, an additional shaft on which brake disks are installed is used to transmit the braking torque to the wheelset through a single-stage gearbox. Using a mixed approach based on finite element techniques and statistical considerations, it is possible to evaluate an optimal layout for strain gauge positioning and to optimize the measurement system to diminish the effects of noise and disturbance. We also conducted preliminary evaluations on the precision and frequency response of the proposed system.

Characteristics of wheel-rail vibration of the vertical section in high-speed railways

In order to analyze the characteristics of wheel-rail vibration of the vertical section in a high-speed railway, a vehicle-line dynamics model is established using the dynamics software SIMPACK. Through this model, the paper analyzes the influence of vertical section parameters, including vertical section slope and vertical curve radius, on wheel-rail dynamics interaction and the acting region of wheel-rail vibration. In addition, the characteristics of wheel- rail vibration of the vertical section under different velocities are investigated. The results show that the variation of wheel load is not sensitive to the vertical section slope but is greatly affected by the vertical curve radius. It was also observed that the smaller the vertical curve radius is, the more severe the interaction between the wheel and rail be- comes. Furthermore, the acting region of wheel-rail vibration expands with the vertical curve radius increasing. On another note, it is necessary to match the slope and vertical curve radius reasonably, on account of the influence of operation speed on the characteristics of wheel-rail vibration. This is especially important at the design stage of vertical sec- tions for lines of different grades.

The effect of track alignment irregularity on wheel-rail contact geometry relationship in a turnout zone

The irregularity is a key factor affecting the wheel-rail contact geometry relationship. In this paper, we calculated the wheel-rail contact points at typical sections and obtained the longitudinal variation of the wheel-rail geometry relationship with the trace line method. The profile of the key rail sections was matched by cubic spline curve, and the shape interpolation was realized in non-controlling sections. The results show that the roll angles at each typical section increases gradually with the enlargement of track alignment irregularity. When the flange contact occurs, the roll angle increases dramatically. Proper track alignment irregularity towards the switch rail improves the structure irregularity of the turnout.

Wheel-rail Profiles Matching Design Considering Railway Track Parameters

The profile of wheel/rail has great concern with the vehicle running safety, the wheel/rail wear and the rolling contact fatigue between wheel and rail, due to its severer impact on the dynamic behavior of both the railway vehicle/track, and the wheel/rail rolling contact status. However, recent studies in this respect are mainly explored in reverse methods, where track parameters are predetermined and invariable during the optimizing process. This paper attempts to propose a wheel-rail profiles matching design method considering multi-parameter, through optimizing wheel/rail profile under different rail cants and track gauges, based on the existed optimization technology for the normal gap of wheel/rail. The method presented in this paper can also, compared with the prior reverse methods, be called ＂forward solution method＂ in which the riding comfort, wheel unloading rate and wheel/rail contact stress of the speed-up railway passenger car are calculated by means of a vehicle-track coupling dynamic model, with the range of the rail cant varying from 1/20 to 1/40 and the rail gauge from 1 433 mm to 1 441 mm. These results show that the distribution status of the pairs of contact points can be obviously improved and the contact stress can be reduced significantly; a great influence is exposed by the rail cant and track gauge on the dynamic behavior of the high speed passenger car, and an optimal vehicle dynamics behavior are obtained with the optimized wheel/rail profile when the rail cant is 1/30 and the track gauge is 1 435 mm. This research can provide important references for the investigation of the wheel-rail profiles matching design method considering multi-parameter.

Simulation on derailment base on a new wheel-rail contact method

The simulation package for special research on derailment of high speed vehicle is established.The process of derailment is different from other behaviors of vehicle dynamics because of large lateral displacement of wheelsets.To get correct results,a new fast algorithm to computing contact force is adopted and the exact geometry analysis is necessary to judge derailment happened.Variation of contact condition and coefficient of friction with speeds are also considered into vehicle-track coupled model.The structure of the package is presented in detail.The results are particular emphasis on investigation influence of maximum track defect,critical vehicle speed and various contact condition on derailment.The simulation can also be used to define the most risk factor leading to derailment.

Gaps,challenges and possible solution for prediction of wheel-rail rolling contact fatigue crack initiation

The prediction of wheel/rail rolling contact fatigue(RCF)crack initiation during railway operations is an important task.Since RCF crack evolution is influenced by many factors,its prediction process is complex.This paper reviews the existing approaches to predict RCF crack initiation.The crack initiation region is predicted by the shakedown map.By combining the shakedown map with various initiation criteria and the critical plane method,the crack initiation life is calculated.The classification,methodologies,theories and applications of these approaches are included in this paper.The advantages and limitations of these methods are analyzed to provide recommendation for RCF crack initiation prediction.This review highlights that wheel/rail dynamic characteristic,complex working conditions,surface defects and wear all affect the RCF crack initiation.The optimal selection of criteria is essential in the crack initiation prediction.Based on the research gap regarding the challenging process of crack initiation prediction detailed in this review,a proposed prediction process of RCF crack initiation is proposed to achieve a more accurate result.

Modeling of Energy Processes in Wheel-Rail Contacts Operating under Influence of Periodic Discontinuous Forces

In this paper we present new numerical simulation approaches for determining the energy processes under periodic conditions caused by time-discontinuous forces in the wheel-rail contacts. The main advantage of the presented method is the total elimination of frequency analysis, which in effect introduces important simplifications in the identification of the effects in the contact. The second important feature is the fact that the method is based on the analysis of appropriate loops on the energy phase plane leading to an easy estimation of the rail strength through the evaluation of the loop’s area. That model based simulation in the applied dynamics relies on advanced methods for model setup, robust and efficient numerical solution techniques and powerful simulation tools for practical applications. Fundamental properties of contact displacements of the rail surface have been considered on the basis of the newly established method. The contact zone between railway wheels and the rail surfaces made of bulk materials is perceived as strong enough to resist the normal (vertical) forces introduced by heavy loads and the dynamic response induced by track and wheel irregularities. The analysis is carried out for a wheel running on an elastic rail rested on sleepers arranged on completely rigid foundation. The equations of displacement motion are established through the application of the Lagrange equations approach. The established model of the wheel-rail contact dynamics has been applied to that same roll plane but with taking into account a nonlinear characteristic of the sleeper with respect to the ground. Attention then is focused completely on the modeling of the energy absorbed by the rail. The applied method employs the energy state variables as time functions leading to determine the susceptibility of a given contact on the strength induced by the rail roll.

Variation of Dynamic Wheel-Rail Forces in High Speed Trains

In this paper, variation of wheel-rail forces in dynamic train-track interaction at high speed track is investigated. To analyze track and train dynamically, a model of standard fleet and train is provided. To model the loads of track and train realistically, ADAMS / RAIL software is used. In modeling of a car by ADAMS / RAIL, an ERRI standard model of the car on a high speed track with corrugated rail （1 mm amplitude, 1 meter wavelength and total length of 5 meters） is provided. To verify the equations of dynamic load factors, offered in some codes, the software outputs and equations are compared to judge. The results of the dynamic analysis of the train shows that the equations offered in ORE manual are more applicable than those offered in the other codes.

基于GPD理论和百分位数阈值法的轮轨力极值估计与动力系数研究

在高速铁路无砟轨道结构设计和检算时,列车荷载设计值是关键的设计参数之一。基于GPD理论,研究全波段不平顺激励下的轮轨力极值估计方法,并与脉冲激励下的结果对比,为无砟轨道结构设计和相关规范的完善提供依据。结果表明:采用百分位数法选取阈值时,应对样本分簇以提高样本之间的独立性和轮轨力极值估计的精度;提出结合百分位数阈值的形状参数筛选法进行轮轨力极值估计,确定了每簇样本量大小和形状参数区间;样本量宜取3×10^(5)~5×10^(5)个,百分位数阈值宜取50%~98%,且以轮轨力极值估计值的均值作为最终的轮轨力极值估计值;列车速度为250~400 km/h的列车荷载设计值动力系数分别为2.2、2.4、2.6和2.8。

400 km/h高速铁路直立式声屏障降噪效果及安全性研究

开展400 km/h高速铁路噪声影响研究是践行“交通强国”战略的有力举措。为研究400 km/h高速铁路噪声特性及辐射源强,获取现有直立式声屏障在速度400 km/h条件下降噪效果及适应性,采用有限元模型进行仿真计算,模拟计算400 km/h高速铁路噪声源强并进行组成分析,对高速铁路通用的直立式声屏障降噪效果、耐久性、安全性等进行分析研究,对目前直立式声屏障适应性提出实施建议。研究表明:高速列车以速度400 km/h运行时,距离铁路外轨中心线25 m、轨上3.5 m处,桥梁段总声级为97.8 dB(A),路基段总声级为96.7 dB(A),气动噪声大于轮轨噪声;提出现有直立式声屏障在速度400 km/h条件下插入损失为2.7~8.9 dB(A);在安全方面,提出立柱底部螺栓养护年限;针对目前铁路直立式声屏障通用图适用性进行分析,提出结构安全优化建议。研究结果可指导400 km/h高速铁路噪声影响分析及直立式声屏障设计工作。

考虑材料温变特性的三维轮轨接触热分析

为研究材料温变特性对轮轨接触行为和摩擦温升的影响,提出了一种考虑材料温变特性的三维轮轨热力耦合模型,能够考虑纵、横向蠕滑率和自旋的影响,更为真实地模拟轮轨系统的服役状态.首先,研究了热力耦合建模方式对轮轨界面摩擦温升及接触应力的影响;随后,将该模型应用于地铁小半径曲线处车辆-轨道相互作用模拟.结果表明:当轮轨界面温度达到450℃时,轮轨接触应力显著降低,降幅可达20%;考虑热力耦合建模后,轮轨界面的预测温升明显低于不考虑热力耦合建模时的结果,在蠕滑率为0.16时,两者的差异可达51%;地铁车辆在小半径曲线线路上运行时轮轨摩擦温升因过大的蠕滑率与自旋会急剧增大到750℃,应考虑轮轨热力耦合建模以避免过高估计轮轨摩擦温升以及轮轨接触应力.

轨道车辆垂向轮轨力时域识别对比及其机器学习修正

为了尽可能减小轨道车辆垂向轮轨力时域识别中存在的误差,以时域法为基础,开展了基于机器学习修正的轨道车辆垂向轮轨力识别研究.首先建立了车辆动力学仿真模型,获取了车辆在随机轨道激励下以250km/h速度行驶时的轴箱加速度响应和垂向轮轨力.其次,建立了Green函数法、状态空间法这2种时域法对应的动载荷识别模型,对状态空间法的初值误差进行了分析,并引入多项式拟合法修正其趋势项误差,进而对比分析了2种方法的计算精度和计算效率.然后,针对时域法存在的识别误差,提出采用NARX(nonlinear autoregressive models with exogenous inputs)模型对识别误差进行训练和预测,用于消减模型中存在的如响应观测不全与观测噪声等因素造成的影响,进而对时域法识别结果进行修正,提高识别精度.最后,通过一个10自由度轨道车辆垂向动力学模型,对方法的正确性进行了验证.研究结果表明:2种方法对轨道车辆垂向轮轨力均具有较高的识别精度,对于各轮对的识别精度各有优劣;在计算效率方面,状态空间法比Green函数法更优;经NARX模型修正的2种时域法对轨道车辆垂向轮轨力均具有很好的识别效果,识别值与正演值的Pearson相关系数大于0.99,为极强相关.基于NARX模型的机器学习误差修正方法可有效提高时域识别精度,可以为后续轨道车辆轮轨力预测提供参考,具有较强的工程运用价值.

考虑摇头角的非赫兹滚动接触算法对比研究

为研究轮对摇头角对轮轨接触行为的影响以及评估简化非赫兹轮轨接触算法的精度,选取EKP、MKP与MSHM共3种考虑摇头角的轮轨非赫兹简化算法分析轮轨法向与切向接触行为。以S1002CN车轮踏面和CHN60钢轨为研究对象,以精确理论CONTACT算法的结果为参考,对比各简化接触算法得到的接触斑形状、接触应力、切应力等微观接触结果的准确性。利用UM软件建立车辆-轨道耦合动力学模型进行仿真分析得到轮轨运动参数,然后输入到接触算法计算轮轨接触解,基于统计学累积误差方法评估不同接触算法在实际车辆运行工况下的计算精度与稳定性。计算结果表明:摇头角使轮轨接触斑与接触应力呈三维非对称分布;对于法向接触,在大部分工况下,MKP算法相比EKP、MSHM算法精度较高,但接触斑内轮轨曲率变化较大时,如横移量为6 mm,MKP算法所得到的最大接触应力误差为47.2%,此时更适合采用MSHM算法,其误差为27%;对于切向问题,采用EKP+FaStrip、MKP+FaStrip算法比MSHM+FASTSIM算法得到的结果更准确;对于动力学结果,MKP+FaStrip算法比EKP+FaStrip、MSHM+FASTSIM算法得到的接触结果更加精确和稳定。