Wheel Wear Characteristics Research Articles

Wheel wear of mountain metro vehicles with complex line conditions

Purpose Mountain metro vehicles have unique wheel wear characteristics due to the complex flat and longitudinal lines. With a combination of flat and longitudinal curved tracks, the traction and braking conditions are more frequent in mountain metro vehicles. This paper aims to analyze the wheel wear characteristics of mountain metro vehicles in complex flat and longitudinal lines. Design/methodology/approach A dynamic model of the mountain metro vehicle and a wear model are established to analyze the dynamic and wheel wear characteristics of mountain metro vehicles. The wheel wear law of mountain metro vehicles under complex track conditions is analyzed, and the suppression measure based on variable stiffness rotary arm nodes of mountain metro vehicles is proposed. Findings The results showed that the maximum wheel wear depth without considering the ramp track and considering the ramp track are 3.283 mm and 3.717 mm, respectively; the maximum wheel wear depth increases by 13.2%. Wheel wear can be effectively suppressed by the variable stiffness rotary arm model, and the maximum wear depth of the wheel profile is 3.316 mm, which is reduced by 10.79% compared with the constant stiffness model. Originality/value A dynamic model of a mountain metro vehicle is established, and the metro vehicle wheel wear under the large ramps under the traction and braking conditions is analyzed, and the metro vehicle wheel wear suppression measure based on variable stiffness rotary arm nodes is proposed. Peer review The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-07-2024-0247

Wear behavior of white alumina and seeded gel abrasive wheels in ultrasonic vibration-assisted grinding of nickel-based single-crystal alloy

This study investigated the tool wear behavior of white alumina (WA) and seeded gel (SG) abrasive wheels in the ultrasonic vibration-assisted creep feed grinding (UVACFG) of nickel-based single-crystal alloy. The abrasive wheel wear characteristics were examined, and their effects on the grinding force, temperature, and surface quality were evaluated. Finally, the wheel wear mechanism in the UVACFG was discussed by analyzing the intermittent cutting behavior and wear patterns of a single grain. Experimental results indicated that the workpiece material adhesion and pore-clogging were the main wear patterns of abrasive wheels without ultrasonic vibration. In contrast, these were adequately mitigated after introducing ultrasonic vibration, and the main wear pattern for both wheels became the grain fracture. The WA wheel in the UVACFG experienced reduced radial wear by around 60.7 % in the initial wear state, 40.2 % in the stable wear state, and 25.3 % in the rapid wear stage, respectively, compared to the conventional grinding (CG). The intermittent cutting behavior of SG grains caused by high-frequency vibration promoted the micro-fracture capacity and ensured the coolant entered the grinding zone sufficiently, which reduced the grinding force and temperature by up to 63.2 % and 46.7 %, respectively, and meanwhile introduced the defects of high bulges and slight plastic deformation on the workpiece surface.

Analysis of Wheel Wear and Wheel-Rail Dynamic Characteristics of High-Speed Trains under Braking Conditions

When high-speed trains operate under braking conditions, the wheel-rail interaction increases significantly, which can lead to more serious wear problems. To analyze the evolution of wheel wear and the dynamic characteristics of wheel-rail under braking conditions, this paper first carries out long-term monitoring of the service state of wheel-rail during the operation period. The study analyzed the matching characteristics of the measured wheel-rail profile and calibrated the wear model by using the collected data. The resulting wear prediction model was then used to examine the wheel wear characteristics under braking conditions. The research results indicate that during the operation period, the wheel experiences tread concave wear within a range of ±20 mm of the rolling circle, at a rate of approximately 0.05 mm per 10,000 km. Meanwhile, the rail experiences top surface wear at a natural rate of about 0.09 mm per year. Concave wear causes the contact point of the wheel-rail to appear in two zones, resulting in a sudden change of contact geometric parameters. The concave worn wheel and rail with a 60 N profile have better matching compared to the 60 rail profile. Increasing the braking torque and wheel-rail friction coefficient will significantly increase the wheel wear depth on straight sections. On small-radius curve sections, rail side lubrication can significantly reduce high rail side wheel flange wear. A worn concave wheel can lead to unfavorable wheel-rail contact geometry characteristics and increase low-frequency components in the vehicle’s lateral dynamic response.

Research on the effect of rail cant on the dynamic performance and wear characteristics of subway vehicles

The rail cant is a critical geometric parameter of the track, which plays a significant role in the vehicle dynamics performance and wheel wear characteristics. Regarding the abnormal rail cants on the test route, this study employs a combined approach of field measurements and numerical simulations to investigate the influence of deviations from the standard values of rail cants on the vehicle’s straight-line operating performance and wheel wear. Additionally, it analyzes the difference in the effects of asymmetric rail cant on the inner and outer wheel's curve negotiation performance and wear characteristics. The research demonstrates that for straight track sections, rail cants ranging from 1/30 to 1/10 significantly reduce the critical speed of the wheel-rail wear profile, thereby affecting the operational stability of the vehicles. Moreover, the wheel-rail wear profile more prone to significant wear depths when the rail cants are within the range of 1/30 to 1/10. For curved track sections, when the outer rail cant is stable at 1/40, the amplitude fluctuation of the inner rail cant has a more significant impact on the curve negotiation performance of the outer wheel. Specifically, when the inner rail cant is within the range of 1/60 to 1/50, the derailment coefficient and wheel-rail lateral forces of the outer wheel increase significantly, and they are directly proportional to the degree of wheel-rail wear. When the inner rail cant is 1/30, the wheel-rail profiles at different wear stages often exhibit optimal curve negotiation performance. Moreover, an inner rail cant of 1/30 tends to achieve smaller wear depths at various wear stages.

Research on the Characteristics of Wheel Hollow Wear and Suppression Measures of High-Speed Trains

Wheel hollow wear is a serious problem of high-speed electric multiple units (HSE). The wheel wear characteristics of the CRH5 HSE are investigated using test data and simulation results. Then an HSE dynamics model and wheel wear model are established. Two assessment indicators for wheel hollow wear are proposed: the wheel wear simplification index and the contact fatigue index. Finally, some suppression measures of wheel hollow wear are proposed. The wheel wear simplification index is calculated simply and with strong engineering applicability. The fatigue index can effectively assess the fatigue level of different hollow wear. For the vehicle with the larger wheel profile hardness, the larger equivalent damping, and the smaller node stiffness of the anti-yaw damper, rail profile grinding can effectively suppress the wheel hollow wear of HSE. The research provides ideas for the design of bogies for HSE.

Research on the prediction method for the three-dimensional wear state of the polygon wheel

Polygonized wear of wheel is a three-dimensional wear state which includes circumferential periodic wear and lateral hollow wear. When polygonized wear of wheel occurs, wheel-rail dynamic characteristics will be affected and the subsequent wear distribution of the wheel will be influenced. To study this phenomenon, a prediction method for the three-dimensional wheel wear state is put forward and a united simulation model is established in this paper. Based on this model, wheelset vibration characteristics, wheel-rail contact characteristics, and wheel wear characteristics were analyzed. The results show that when considering three-dimensional wear state of wheel, the stress distribution in the wheel-rail contact patch is affected by the coupling of the lateral and vertical vibration caused by the polygonized wheel, which in turn affects longitudinal and lateral creep force and creepage distribution in the contact patch. Then, the distribution of circumferential and lateral wear on the wheel will be changed. Finally, the three-dimensional polygonized wear of wheel with different wear depths and widths at different wheel phase angles will be formed.

Wheel wear analysis of motor and unpowered car of a high-speed train

The wheel-wear characteristics of the motor and unpowered car of a high-speed train were investigated, for the first time, by a wheel-wear prediction model comprising a wheel-wear sub-model, an unpowered car dynamics sub-model, and a novel motor-car dynamics sub-model. The motor-car dynamics model considers the detailed structural characteristics and working mechanics of the traction transmission system. Assuming the real track parameters and track irregularities, it handles the nonlinear factors such as the traction characteristics, gear backlash, time-varying mesh stiffness, gear friction and wheel–rail contact. This study assessed the wheel-wear characteristics of a high-speed train by suitable performance indices (wheel-wear depth and contact patch energy). Finally, the model was validated by comparing the simulation results with those of field tests. The predicted and measured wheel wear were in good agreement. Both the wheel wear depth and contact energy were higher for the motor car than the unpowered car, because the traction torque on the wheelsets of the motor car increased the longitudinal creepage. During one re-profiling cycle, the transmission stability of the gear transmission system worsened with continuous wheel-wear. Furthermore, the proposed methods can assess the wheel wear and working status of the traction transmission system in the vehicle vibration environment of any rail vehicle.

Analysis of wheel wear characteristics of high-speed train based on field data

Analysis of wheel wear characteristics of high-speed train based on field data

Study of Wheel Wear Characteristics of Coupled Train and Identifying Wheel Wear Coefficient Based on Field data

Study of Wheel Wear Characteristics of Coupled Train and Identifying Wheel Wear Coefficient Based on Field data

A new binary wheel wear prediction model based on statistical method and the demonstration

Wheel wear is an important factor that could affect the normal service of the high-speed trains. Wheel wear status plays a significant role in evaluating the safety and reliability in the operation of high-speed trains. At first, the line-tracking measurement was conducted and the wear profile data under different operation mileages was analyzed to get the characteristics of wheel wear. Then, polynomial fitting based on the least squares method was conducted twice to get a numerical wear prediction method in which the wear location on the profile and operation mileage was regarded as the variables. The accuracy of the prediction model was verified through the comparison of geometry characteristics and wheel/rail interaction. Utilizing the predicted and measured profiles, we found the consistent calculation results of vehicle ability, riding index and the characteristic curves of the lateral and vertical accelerations of key components. As a consequence, this binary model is an accurate approach for the application of wheel profiles prediction.

A Preliminary Study of Surface Integrity and Wheel Wear in the Grinding of Multilayered Thin Film Structures

This study aimed to investigate the effect of grinding conditions, including depth of cut and grinding direction, on the material removal and surface finish of multilayered thin film structures. It was found that the increase in depth of cut improved the material removal rate, but worsened the ground surface finish. The grinding perpendicular to the thin films caused less damage and produced better surface than that parallel to the films. The characteristics of wheel wear were also studied. Grit pull-out and micro-fracture should be attributed to the wheel wear.

Wear Characteristics of Vitrified cBN Grinding Wheels

To clarify the wheel wear characteristics in grinding process using vitrified cBN wheels, we have investigated the change in wheel wear behavior when the load on the grain cutting edge is increased by increasing work speed. Wheel wear behavior in the grinding process may be classified into two main types, a) wheel wear process-type 1, that is consists of initial and steady-state wheel wear regions, and b) wheel wear process-type 2, that is consists of initial, steady-state and abnormal wheel wear regions. In the steady-state wear region of wheel wear process-type 1, lower wheel wear rate, lower stable grinding forces and good finished surface roughness are obtained, because self-sharpening due to micro fractures of the cutting edges takes place. In grinding with wheel wear process-type 2, it is very hard to obtain good finished surface and high grinding ratio, because of occurrences of fracture or releasing of cBN grains.

Wear Characteristics of Vitrified cBN Grinding Wheels

To clarify the wheel wear characteristics in grinding process using vitrified cBN wheels, we have investigated the change in wheel wear behavior when the load on the grain cutting edge is increased by increasing work speed. Wheel wear behavior in the grinding process may be classified into two main types, a) wheel wear process-type 1, that is consists of initial and steady-state wheel wear regions, and b) wheel wear process-type 2, that is consists of initial, steady-state and abnormal wheel wear regions. In the steady-state wear region of wheel wear process-type 1, lower wheel wear rate, lower stable grinding forces and good finished surface roughness are obtained, because self-sharpening due to micro fractures of the cutting edges takes place. In grinding with wheel wear process-type 2, it is very hard to obtain good finished surface and high grinding ratio, because of occurrences of fracture or releasing of cBN grains.

On the snagging operation: Part I: Modeling and simulation of wheel wear characteristics

A complete mathematical model for snag-grinding operation is introduced for both machine dynamics and the wheel wears. Machine dynamics is identified as machining with impact and is treated as a quasi-bilinear problem. The grit breaking phenomena is treated as a stochastic process of breaking brittle materials. The cutting stiffness ( K 2) is estimated by the method described by Yokouchi [J. Jpn. Soc. Prec. Eng. 47 (7) (1983) 90] and machine parameters were found by experimental methods. The equations of motion are solved by numerical computations, and wheel wear patterns are simulated and compared with the experimental results. Similar results are obtained in the case of auto balancer, but the qualitative results of the fixed balancer were deviated to some extent. Possible explanations for the deviation are discussed. The wheel engaging positions with the work are identified and hence the cause of uniformly distributed wear behavior around the wheel is discovered.

Neuro-fuzzy ID3: a method of inducing fuzzy decision trees with linear programming for maximizing entropy and an algebraic method for incremental learning

ID3 is a popular and efficient method of making a decision tree for classification from symbolic data without much computation. Fuzzy reasoning rules in the form of a decision tree, which can be viewed as a fuzzy partition, are obtained by fuzzy ID3. The aims of this paper are: (1) Not only the learning from examples but also the interview with domain specialists are needed for knowledge acquisition in expert systems. In order to avoid dangerous simplification of the tree by discarding partial knowledge of the experts, a measure of uncertainty with maximizing entropy is applied to fuzzy ID3. (2) Basically the tree based learning is nonincremental or single step. An algebraic method to facilitate incremental learning like the neural nets is adapted and the fuzzy decision tree which consists of B-spline membership function is regarded as three layered neural network. (3) Prototypes of expert system for estimation of wheel wear characteristics and surface roughness in abrasive cut-off are developed.

The characteristics of wheel wear in Shinkansen electric cars and its effect on the running vibration. In case of conical-shaped wheels with a conicity of 1/40.

The characteristics of wheel wear in Shinkansen electric cars and its effect on the running vibration. In case of conical-shaped wheels with a conicity of 1/40.

Study on improvement of machining accuracy in creep feed grinding with difficult-to-grind material. (1st Report, Estimation of profiled wheel wear).

The porous type wheel made for creep feed grinding with difficult-to-grind materials is excellent for the prevention of workpiece burning, but its wear is usually considerable. So we must exactly obtain the characteristics of wheel wear in the case of precision profile creep feed grinding operation. In this study, V profiled wheel wear is examined experimentally with SUS304 and SKD11(Hrc60) materials. From the results, characteristics of the edge wear and the linear relationship between wear and the inclined angle of the wheel surface are obtained. Further, a method is proposed by which any profiled wheel wear is able to be estimated using this relationship from a simple creep feed grinding test. And the usefulness of the method is examined experimentally.

The characteristics of wheel wear in Shinkansen electric cars and its effect to the running vibration. (In case of conical shaped wheel with the conicity of 1/40).

In the long-term endurance test of Shinkansen electric cars at the speed of 240 km/h, the shape of wheels and vibration of cars were measured periodically. This test was continued up to the running distance nearly equal to the one until truck overhauling. From the data of wheel shape, the wear characteristics were analyzed, and its quantitative effects to the running vibrations were researched. As the result, following matters were made clear. (1) During the running distance until truck overhauling, the Riding Quality Level of lateral vibration grows 2∼3 dB, because of the increased play between the flange and rail which is caused by the flange wear. (2) In case of the tested truck, that is the same type with one of commercial trains, the tread wear does not affect much to the running vibration. And it is indicated as one cause that the effective conicity γe differs little from the design value of 1/40 by the moving of contact point between the tread and rail.

研削加工サイクル制御からみた研削現象の解析

In this paper the concept and the possibility of an adaptive control of cylindrical plunge grinding are discussed and the principal phases of a basic plunge grinding cycle are analysed for the optimum control of the grinding cycle. The grinding behaviours in rough grinding, such as grinding power, grinding force and surface finish, can be accurately predicted by the equations expressed as the function of the grinding time and the grinding parameter, in which the constants are derived from the regression analysis of the grinding data. The spark-out time constants of the grinding system, actually measured and theoretically determined, are in good agreement with each other, while they change in dependence of the grinding conditions. The most part of the improvements of the surface finish and the out-of-roundness is performed within three times of the time constant. A criterion for wheel life based on the change of the wheel wear characteristics shown on Weibull chart is proposed.

Surface Waviness on the Grinding Wheel : 3rd Report, Influence of Wheel Wear Characteristics

Surface Waviness on the Grinding Wheel : 3rd Report, Influence of Wheel Wear Characteristics