Rolling Contact Fatigue Of Wheels Research Articles

A new insight into the macroscopical cause of wheel rolling contact fatigue on Y25 wagons – axle box longitudinal guidance deviation

Wheel rolling contact fatigue (RCF) is a tricky issue for the railway industry. It is recently reported that the wheel RCF on Y25 bogies is more severe compared to other bogies with similar primary suspension structures. The axle box longitudinal guidance deviation (ALGD) could be a reason for the wheel RCF according to field observations. In this paper, a Y25 wagon dynamics model is firstly established and validated. The ALGD is modelled using non-linear force elements. The wheel damage function is used for RCF evaluation. Then, effects of ALGDs on force balances of wheelsets are preliminarily analysed in a quasi-static state. Four different scenarios for ALGDs are simulated and corresponding wear numbers are calculated. It proves that the wheelset lateral displacement, wheel‒rail contact forces, and RCF index will dramatically increase with the ALGD value. Potential wheel‒rail contact zones for the bogies with ALGDs are basically consisted with the recorded wheel RCF zones. Finally, maintenance suggestions are proposed according to the wheelbase deviation. The ALGD threshold should be 1.0 and 2.75 mm for the prevention on wheel RCF and wear, respectively. The results of this paper may provide a new insight into the macroscopical cause of wheel RCF on Y25 bogies.

Effects of Axle Configuration on Third Type of Rolling Contact Fatigue of Wheels of High-power AC Locomotives

Effects of Axle Configuration on Third Type of Rolling Contact Fatigue of Wheels of High-power AC Locomotives

Investigation on rail corrugation grinding criterion based on coupled vehicle–track dynamics and rolling contact fatigue model

Based on the measured spectra of rail roughness and track structures longitudinal roughness, the rail grinding limit is studied with the help of an established coupled dynamic metro vehicle–track model and a rolling contact fatigue model. The results indicate that metro rail grinding control should be regulated according to corrugation wavelength range and operating speed. Based on the rolling contact fatigue model, longer wavelength of rail corrugation has less influence on the wheel rolling contact fatigue. For the metro lines with a maximum operating speed of 80 km/h, the average levels of rail corrugation in the wavelength ranges of 30–65 mm, 65–125 mm, and 125–250 mm should be less than 5.4, 24.8, and 33.8 dB re 1 μm, respectively; for the ones with the operating speed of 80–120 km/h, the corresponding average corrugation levels in the three wavelength ranges should be less than 4.4, 9.8, and 29.8 dB re 1 μm, respectively.

Assessment of running gear performance in relation to rolling contact fatigue of wheels and rails based on stochastic simulations

In this work, the authors present a methodology for assessing running gear with respect to rolling contact fatigue of wheels and rails. This assessment is based on the wheel/rail contact data of different wheel profile wear states obtained from a wheel profile prediction methodology. The approach allows a cumulative assessment of the rolling contact fatigue of rails in different curve radii (e.g. the sum of damage over the lifetime of wheel profiles). Furthermore, the assessment of the rolling contact fatigue can be undertaken at different wear states of the wheel profiles to provide an insight on how the rolling contact fatigue of wheels and rails varies depending on the evolution of wheel wear. The presented methodology is exemplarily applied to two bogie types, the UIC-Y25 standard bogie and the so-called FR8RAIL bogie with a mechanical wheelset steering device. The presented methodology has been shown to be a useful tool for the optimisation of vehicles already in an early stage of the vehicle development process.

Wheel/rail rolling contact fatigue – Probe, predict, prevent

With the aim of putting prediction and prevention of rolling contact fatigue of wheels and rails in context, the paper sets out with a description of the phenomena. This is followed by a discussion on predictive models with emphasis on influencing factors needed to be accounted for and how these can be incorporated in a predictive model of surface and subsurface initiated rolling contact fatigue (RCF). The focus is on predictive models fast enough to be integrated with multibody dynamic simulations of train–track interaction. In particular an attempt is made to highlight how current predictive models of surface initiated RCF can be extended to incorporate all affecting phenomena. The discussion on influencing factors then forms the basis for a discussion on suitable and efficient measures to maintain RCF under control. Finally the paper provides a brief summary on similarities and differences between wheel and rail damage, and an outlook of expected future trends in terms of expected damage patterns and possibilities to meet these.

Simulation of Coupling Relationship between Wheel Rolling Contact Fatigue and Wear

Rolling contact fatigue and wear are the main modes of wheel failure.The normal and tangential stresses at contact patch and the maximum shear stresses at different depths of material are calculated according to three dimensional elastic bodies non-hertzian rolling contact theory.In the case of CL60 and bainete steel,LM wheel profile and 75 kg.m–1 rail profile are matched,the effects of wheel/rail contact conditions and wheel materials on competition relationship between rolling contact fatigue and wear is analyzed based on "layer" rolling contact fatigue model and Zobory wheel wear model.The results indicate that,when the friction coefficient is 0.3,the rolling contact fatigue damage occurs in CL60 steel under low creepage condition,while under high creep condition the damage only occurs when axleload is over 30 t;for bainite steel,only under high creep condition and when axleload is 30 t,the damage occurs before the number of load cycles reaches 1×105;when the friction coefficient is 0.6,there is almost no contact fatigue damage in CL60 and bainite steel under all conditions,because the rates of wear are always higher than the contact fatigue damage.