An Innovative and Efficient Method for Reverse Design of Wheel-Rail Profiles

Chen, Rong; Hu, Caiping; Xu, Jingmang; Wang, Ping; Chen, Jiayin; Gao, Yuan

doi:10.3390/app8020239

Cited by 5 publications

(3 citation statements)

References 20 publications

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“…An et al [12] proposed a grid-based analysis model for the effects of casual factors on rail break risk based on the Cox's proportional hazards regression analysis method and compared the simulation results with the data of broken rails and casual factors, which can provide accurate understanding of the mechanism of rail break. Most research mainly concerns the effect of broken gap on the running safety of vehicles [13][14][15][16][17][18][19], whereas a few consider the wheel-rail contact behavior or even the secondary fracture caused by the wheel-rail impact if the rail fracture is not detected timely [20][21][22][23]. In addition, there is no experiment data of ballastless rail gap in China.…”

Section: Introductionmentioning

confidence: 99%

Damage tolerance of fractured rails on continuous welded rail track for high-speed railways

Gao

Wang

et al. 2020

Rail. Eng. Science

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Broken gap is an extremely dangerous state in the service of high-speed rails, and the violent wheel–rail impact forces will be intensified when a vehicle passes the gap at high speeds, which may cause a secondary fracture to rail and threaten the running safety of the vehicle. To recognize the damage tolerance of rail fracture length, the implicit–explicit sequential approach is adopted to simulate the wheel–rail high-frequency impact, which considers the factors such as the coupling effect between frictional contact and structural vibration, nonlinear material and real geometric profile. The results demonstrate that the plastic deformation and stress are distributed in crescent shape during the impact at the back rail end, increasing with the rail fracture length. The axle box acceleration in the frequency domain displays two characteristic modes with frequencies around 1,637 and 404 Hz. The limit of the rail fracture length is 60 mm for high-speed railway at a speed of 250 km/h.

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Section: Introductionmentioning

confidence: 99%

Damage tolerance of fractured rails on continuous welded rail track for high-speed railways

Gao

Wang

et al. 2020

Rail. Eng. Science

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“…The study on optimization of the rail profile for heavy haul railways was presented by (Wang et al, 2016) in the paper [7]. An innovative method for reverse design of rail wheel profiles was presented in study by (Chen et al 2018) [8]. The method was based on mapping the differences in the rolling radius and allowed to reduce the stress in contact between the wheel and the rail.…”

Section: Introductionmentioning

confidence: 99%

Optimization of ER8 and 42CrMo4 Steel Rail Wheel for Road–Rail Vehicles

Lisowski

2020

Applied Sciences

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Railway track maintenance services aim to shorten the time of removing failures on the railways. One of the most important element that shorten the repair time is the quick access to the failure site with an appropriate equipment. The use of road-rail vehicles is becoming increasingly important in this field. In this type of constructions, it is possible to use proven road vehicles such as self-propelled machines or trucks running on wheels with tires. Equipping these vehicles with a parallel rail drive system allows for quick access to the failure site using both roads and railways. Steel rail wheels of road-rail vehicles are designed for specific applications. Since the total weight of vehicle is a crucial parameter for roadworthiness, the effort is made to minimize the mass of rail wheels. The wheel under consideration is mounted directly on the hydraulic motor. This method of assembly is structurally convenient, as no shafts or intermediate couplings are required. On the other hand, it results in strict requirements for the wheel geometry and can cause significant stress concentration. Therefore, the problem of wheel geometry optimization is discussed. Consideration is given to the use of ER8 steel for railway application and 42CrMo4 high-strength steel. Finite element analysis within Ansys software and various optimization tools and methods, such as random tool, subproblem approximation method and first-order method are applied. The obtained results allow to minimize the rail wheel mass with respect to the used material. Moreover, computational demands and methods leading to the best results are compared.

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“…Bu da kaçınılmaz olarak ray bileşenlerinin ömründe azalmaya ve ray bakım maliyetlerinde artışa yol açmaktadır [4][5][6]. Artan ray tekerlek temas döngüleri, aşınma ve yorgunluk kusurlarının daha hızlı ve daha sık görülmesi ile servis ömrünün azalması tren işletilmesinde riski arttıran önemli bir faktördür [7][8][9].…”

Section: Introductionunclassified

Metalografik İncelemelerle Ray Yüzeyindeki Soyulmaların Nedeninin Araştırılması

Uğur¹,

Davut²,

Bacaci³

2020

European Journal of Science and Technology

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Railways are increasingly used for passenger and freight transportation worldwide. This increased traffic causes more quick and frequent formation of defects on train tracks. In this study, rail sets used in Bursa province, that had been reported to experience rapid wear and scaling, were examined. The rail sets were manufactured from R260 steel and the problem occurs more frequently on curves. For comparison, rail sets from straight lines were also examined. After visual examination, specimens from gauge and field corner regions were taken and prepared for metallographic examination. The microstructure of the specimens was examined under optical and scanning electron (SEM) microscopes. Moreover, Vickers micro-hardness tests were also performed. Micro-chemical analyses were performed using an energy dispersive X-ray spectroscopy (EDS) system attached to the SEM. For macro-chemical analysis, an optical emission spectrometer (OES) was used. The cross section of the rails was macro-etched for macro-examination. The results show that the microstructure of the rails is composed of 100% pearlite. On the other hand, the pearlitic structure degenerates at parts of the rail which are under loading. Due to severe plastic deformation, the pearlitic structure changes into a fiber-like structure composed of sub-micron ferrite and cementite. Those degenerated pearlitic regions have higher hardness due to strain hardening and cause crack initiation. Those cracks can then grow into inner sections of the rail easily due to the presence of non-metallic inclusions in the microstructure. Iron oxide particles were found in the vicinity of cracks; which indicate that cracks do not grow rapidly, they rather grow in time according to usage and atmospheric conditions. The examinations revealed that the wear, cracks and scaling problems were formed due to rolling contact fatigue (RCF). The presence of inclusions enhanced the growth of RCF-cracks and later cause "shelling". In order to delay or prevent this problem, using higher strength rails at critical locations such as curves, controlling and rating the non-metallic inclusions in accordance with the international standards, checking the lubrication and maintenance strategies of rails and wheels, working on optimization of rail-wheel contact characteristics are recommended. The last recommendation involves developing a sustainable model by identifying technical limitations of the line and cruise depending on vehicle characteristics.

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An Innovative and Efficient Method for Reverse Design of Wheel-Rail Profiles

Cited by 5 publications

References 20 publications

Damage tolerance of fractured rails on continuous welded rail track for high-speed railways

Damage tolerance of fractured rails on continuous welded rail track for high-speed railways

Optimization of ER8 and 42CrMo4 Steel Rail Wheel for Road–Rail Vehicles

Metalografik İncelemelerle Ray Yüzeyindeki Soyulmaların Nedeninin Araştırılması

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