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Wheel Wear Modelling Including Disc Braking and Contact Environment: Simulation of 18 Months of Commuter Service in Stockholm
KTH, Superseded Departments, Aeronautical and Vehicle Engineering. (Railway Technology)ORCID iD: 0000-0002-3447-6686
KTH, Superseded Departments, Aeronautical and Vehicle Engineering. (Railway Technology)ORCID iD: 0000-0002-2571-4662
2004 (English)In: Proceedings of the 14th International Wheelset Congress, 2004Conference paper, Published paper (Other academic)
Abstract [en]

This paper addresses some aspects of modelling and validation of wheel wear simulation. In previous work at KTH the influences of braking and lubrication have been accounted for through empirically estimated average scaling factors. The current research shows how to include those effects in the set of simulations instead. Disc braking has been included in the simulation set and a wear map for moist contact conditions based on recent tribometer tests has been drafted and tested. Good agreement with measurements from theStockholmcommuter service is achieved. It is concluded that the model improvements accounted for are sufficient for adequate simulation of tread wear but that further development of the flange / gauge corner contact modelling is needed.

Place, publisher, year, edition, pages
2004.
National Category
Vehicle Engineering
Research subject
Järnvägsgruppen - Fordonsteknik
Identifiers
URN: urn:nbn:se:kth:diva-13144OAI: oai:DiVA.org:kth-13144DiVA: diva2:321286
Conference
14th International Wheelset Congress, Orlando, October 17-22, 2004
Note

QC 20100531

Available from: 2010-05-31 Created: 2010-05-31 Last updated: 2016-09-02Bibliographically approved
In thesis
1. Simulation of Wheel and Rail Profile Evolution: Wear Modelling and Validation
Open this publication in new window or tab >>Simulation of Wheel and Rail Profile Evolution: Wear Modelling and Validation
2004 (English)Licentiate thesis, comprehensive summary (Other scientific)
Abstract [en]

Numerical procedures for reliable wheel and rail wearprediction are rare. Recent development of simulationtechniques and computer power together with tribologicalknowledge do however suggest computer aided wear prediction.The objective of the related research field at the RoyalInstitute of Technology (KTH) is to arrive at a numericalprocedure able to simulate profile evolution due to uniformwear to a degree of accuracy sufficient for application tovehicle dynamics simulation. Such a tool would be useful formaintenance planning as well as optimisation of the transportsystem and its components.

The research contribution accounted for in this thesisincludes, in addition to a literature review, refinement ofmethods applied to uniform wheel wear simulation by inclusionof braking and improvement of the contact model. Further atentative application to uniform rail wheel simulation has beenproposed and tested.

The first part addresses issues related to braking andwheel-rail contact conditions in the context of wheel wearsimulation. The KTH approach includes Archard’s wear modelwith associated wear maps, vehicle dynamics simulation andrailway network definition. In previous work at KTH certainvariations in operating conditions have been accounted forthrough empirically estimated average scaling factors. Theobjective of the current research is to be able to include suchvariations in the set of simulations. In particular theinfluence of disc braking and varying friction and lubricationconditions are investigated. Both environmental factors likemoist and contamination and deliberate lubrication need to beconsidered. As part of the associated contact analysis theinfluence of tangential elastic deformation of the contactingsurfaces on the sliding velocity has been separatelyinvestigated and found to be essential in case of partial slipcontact conditions.

In the second part validation of the improvements related towheel wear simulation is addressed. Disc braking has beenincluded in the simulation set and a wear map for moist contactconditions based on recent tribometer tests has been draftedand tested. It has been shown that the previously used brakingfactor accounts for the combination of the contributions fromsurface elasticity and braking. Good agreement withmeasurements from the Stockholm commuter service is achieved.It is concluded that the model improvements accounted for aresufficient for adequate simulation of tread wear but thatfurther development of the flange / gauge corner contactmodelling may be needed.

In the final part a procedure for simulation of rail wearand corresponding profile evolution has been formulated. Asimulation set is selected defining the vehicles running on thetrack to be investigated, their operating conditions, andcontact parameters. Several variations of input data may beincluded together with the corresponding occurrenceprobability. Trial calculations of four non-lubricated curveswith radii from 303 m to 802 m show qualitatively reasonableresults in terms of profile shape development and difference inwear mechanisms between gauge corner and rail head. The wearrates related to traffic tonnage are however overestimated. Itis believed that model refinements in terms of environmentalinfluence and contact stress calculation are useful to improvethe quantitative results.

Place, publisher, year, edition, pages
Stockholm: KTH, 2004. x, 32 p.
Series
Trita-AVE, ISSN 1651-7660 ; 2004:19
Keyword
contact, wear, wear prediction, wear model, wheel profile, rail profile, simulation vehicle-track interaction, multibody simulation, MBS
National Category
Engineering and Technology
Identifiers
urn:nbn:se:kth:diva-1754 (URN)91-7283-806-X (ISBN)
Presentation
(English)
Note
QC 20100531Available from: 2004-06-30 Created: 2004-06-30 Last updated: 2010-05-31Bibliographically approved
2. On Simulation of Uniform Wear and Profile Evolution in the Wheel - Rail Contact
Open this publication in new window or tab >>On Simulation of Uniform Wear and Profile Evolution in the Wheel - Rail Contact
2006 (English)Doctoral thesis, comprehensive summary (Other scientific)
Abstract [en]

Numerical procedures for reliable wheel and rail wear prediction are rare. Recent development of simulation techniques and computer power together with tribological knowledge do however suggest computer aided wear prediction as possible. The present objective is to devise a numerical procedure able to simulate profile evolution due to uniform wear sufficiently accurate for application to vehicle dynamics simulation. Such a tool should be useful for maintenance planning, optimisation of the railway system and its components as well as trouble-shooting. More specifically, the field of application may include estimation of reprofiling frequency, optimisation of wheel – rail profile match, optimisation of running gear suspension parameters, and recognition of unfavourable profile evolution influencing the dynamic response of the vehicle.

The research contribution accounted for in this thesis includes, besides a literature review, modelling of the wheel – rail interface, benchmarking against traditional methods, and validation with respect to full-scale measurements.

The first part addresses wheel – rail contact conditions in the context of wear simulation as well as tribological environment and tractive forces. The current approach includes Archard’s wear model with associated wear maps, vehicle dynamics simulation, and railway network definition. One objective is to be able to include variations in operation conditions in the set of simulations instead of using scaling factors. In particular the influence of disc braking and varying lubrication conditions have been investigated. Both environmental factors like moist and contamination and deliberate lubrication need to be considered. As part of the associated contact analysis the influence of tangential elastic deformation of the contacting surfaces has been investigated and found to be essential in case of partial slip contact conditions. The influence on the calculated wear of replacing the Hertzian contact by a non-elliptic semi-Hertzian method has been investigated, showing relocation of material loss towards increased profile curvature.

In the second part comparisons have been carried out with traditional methods, where the material loss is assumed to be directly related to the energy dissipated in the contact. Attention has been paid to the understanding of the principle differences between the investigated methods, comparing the distribution of friction energy, sliding velocity, and wear depth. As a prerequisite, contact conditions with dependence on wheelset guidance and curving performance as well as influence of tractive forces have been investigated.

In the final part validation of the developments related to wheel wear simulation is addressed. Disc braking has been included and a wear map for moist contact conditions based on recent tests has been drafted. Good agreement with measurements from the reference operation, is achieved. Further a procedure for simulation of rail wear and corresponding profile evolution has been formulated. A simulation set is selected defining the vehicles running on the track to be investigated, their operating conditions, and contact parameters. Trial calculations of a few curves show qualitatively good results in terms of profile shape development and difference in wear mechanisms between gauge corner and rail head. The wear rates related to traffic tonnage are however overestimated. The impact of the model improvements accounted for in the first part of the thesis has been investigated, indicating directions for further development.

Place, publisher, year, edition, pages
Stockholm: KTH, 2006. x, 100 p.
Series
Trita-AVE, ISSN 1651-7660 ; 2006:83
Keyword
wheel-rail contact, wear, wear prediction, wear model, wheel profile, rail
National Category
Vehicle Engineering
Identifiers
urn:nbn:se:kth:diva-4184 (URN)978-91-7178-605-3 (ISBN)
Public defence
2006-12-05, Salongen, KTHB, Osquars Backe 31, Stockholm, 10:00
Opponent
Supervisors
Note
QC 20110124Available from: 2006-11-22 Created: 2006-11-22 Last updated: 2011-11-24Bibliographically approved

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