Prediction of rail surface damage in locomotive traction operations using laboratory-field measured and calibrated data

Bernal, Esteban; Spiryagin, Maksym; Vollebregt, Edwin A. H.; Oldknow, Kevin; Stichel, Sebastian; Shrestha, Sundar; Ahmad, Sanjar; Wu, Qing; Sun, Yan Quan; Cole, Colin

doi:10.1016/j.engfailanal.2022.106165

Cited by 27 publications

(5 citation statements)

References 37 publications

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“…Tribometer measurements have been used previously as a low-cost method to provide input into locomotive/track multibody simulations, to study the effect of locomotive behaviour on wheel 27 and rail 36 damage. This can be used as part of predictive maintenance or for optimising operational conditions to maximise asset life.…”

Section: Discussion and Comparisonmentioning

confidence: 99%

Rail-wheel friction quantification and its variability under lab and field trial conditions

White,

Lewis,

Fletcher

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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Friction forces (often referred to as adhesion or traction forces) at the wheel/rail interface can vary dramatically due to changing environmental and contact conditions. The causes of this variance are partially documented, but it is not fully understood. Friction forces affect wheel and rail wear, traction energy usage, vehicle dynamics and safety through braking performance. A range of different portable railhead tribometers are used in the field to measure friction, but until recently have been limited in their performance, being unable to measure low friction situations or have made use of an unrealistic contact geometry. Recent developments have improved this situation but there is currently a lack of published field data which is required for validation, benchmarking and comparison between other studies and test rigs, as well as for input to multi-body dynamics simulations of railway vehicles. Friction studies in general are often undertaken for a specific period of time or under closely controlled conditions which makes it difficult to understand the true range of conditions occurring in the wheel/rail contact. In this paper an extensive dataset of railhead measurements is presented, using two types of measuring devices and three railhead conditions throughout a 4-week test period. Confidence in tribometer results was gained by comparing between established laboratory friction test rigs and methodologies. The results provide an insight into the friction variance and transient conditions that would occur on the railhead during operational use.

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Section: Discussion and Comparisonmentioning

confidence: 99%

Rail-wheel friction quantification and its variability under lab and field trial conditions

White,

Lewis,

Fletcher

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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show abstract

“…Shakedown maps developed by Johnson [25] enable assessing the compressive stress limits that the material can withstand without the risk of RCF or ratcheting [26]. A shakedown analysis establishes load and traction limits, classifying the possible contact conditions into elastic shakedown, plastic shakedown, and ratcheting [27]. Thus, shakedown maps have been historically used to limit traction forces and vehicle weight or to implement wheel and rail profiles that augment the contact area to achieve an optimised minimum desirable area of wheel and rail profiles, diminishing wear and the RCF occurrence probability [28].…”

Section: Wear and Rcf Relationmentioning

confidence: 99%

“…bodies in contact, RCF manifests only after multiple loading cycles, when the material ductility is exhausted and microcracks appear and propagate from the wheel or rail material [27]. Hence, it can be noted that different testing approaches are required for wear and RCF phenomena.…”

Section: Wear and Rcf Relationmentioning

confidence: 99%

Recent advances in wheel-rail RCF and wear testing

et al. 2023

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The wear and rolling contact fatigue (RCF) testing approaches for wheels and rails have been reviewed and evaluated in this study. The study points out the advantages and limitations of the existing approaches. The broad analysis revealed that scaled laboratory-based wear testing is widely applied. However, it is necessary to predetermine the input parameters and observing parameters for scaled wear testing for three reasons: first, to emulate the real-world scenarios as closely as possible; second, to postprocess the results received from the scaled testing and transfer them into real practice at full scale; third, to present the results in a legible/appropriate format. Therefore, most of the important parameters required for wear testing have been discussed with fundamental and systematic explanations provided. Additionally, the transition of the parameters from the real-world into the test domain is explained. This study also elaborates on the challenges of the RCF and wear testing processes and concludes by providing major considerations toward successful testing.

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“…Consideration of the aspects related to the operation of transport infrastructure throughout its life cycle is closely related to the aspects of design, operation, and repair of two components: the elements and structure of the rail track and the elements and structures of the rolling stock [20][21][22][23][24][25][26][27][28][29][30]. Consideration of the requirements of both components helps explore and understand the nature of the development of certain phenomena [31,32] in the process of the interaction between the components.…”

Section: Introductionmentioning

confidence: 99%

Investigation of Dynamic Processes of Rolling Stock–Track Interaction: Experimental Realization

et al. 2023

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The dynamic process of the railway track–rolling stock interaction is characterized by time-dependent dynamics that are determined by both the varying characteristics of the interaction objects and the varying climatic conditions. This study investigated the effect of different groups of influence on the dynamic process, with a view towards the reduction of the cases of randomness during the registration of the process in experiments and an expansion of the understanding of the processes happening during the assessment of the registered data. The static nature of the rolling stock has been demonstrated to be not uniform and to influence the scattering of dynamic values under the variation of vertical and horizontal forces due to the characteristics of a rolling stock. The position of the rolling stock truck relative to the track axis during the movement of the rolling stock has been shown to enhance static non-uniformity. The results of the longitudinal force measurements under the three-point and Schlumpf methods have suggested that it is necessary to investigate the process of rail warping under the action of the rolling stock wheels. To enhance the output of the experiments, it is proposed to consider not only the stiffness of the basis of the oscillatory processes that imitate the physical process of oscillation of the system elements by means of the oscillation amplitude, but also the time of response to the oscillation process by using and assessing the triggering time rather than the frequencies of the oscillation processes.

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Prediction of rail surface damage in locomotive traction operations using laboratory-field measured and calibrated data

Cited by 27 publications

References 37 publications

Rail-wheel friction quantification and its variability under lab and field trial conditions

Rail-wheel friction quantification and its variability under lab and field trial conditions

Recent advances in wheel-rail RCF and wear testing

Investigation of Dynamic Processes of Rolling Stock–Track Interaction: Experimental Realization

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