Change search
ReferencesLink to record
Permanent link

Direct link
Simulation of Rail Wear on the Swedish Light Rail Line Tvärbanan
KTH, School of Engineering Sciences (SCI), Aeronautical and Vehicle Engineering, Rail Vehicles.
2005 (English)Independent thesis Advanced level (degree of Master (Two Years)), 20 credits / 30 HE creditsStudent thesis
Abstract [en]

Rail wear can result in extensive costs for the track owner if it is not predicted and preventedin an efficient way. To limit these costs, one measure is to predict rail wear through wear simulations. The purpose with this work is to perform simulations of successive rail wear on the Swedish light rail line Tvärbanan in Stockholm, by means of the track-vehicle dynamics software GENSYS in combination with a wear calculation program developed in MATLAB.

The simulation procedure is based on a methodology with a simulation set design, where the simulations to be performed are selected through a parametric study. The simulations include track-vehicle simulations, where the wheel-rail contact is modelled according to the Hertzian contact theory together with Kalker’s simplified theory (including the numerical algorithm FASTSIM). The results from the track-vehicle simulations serve as input to the wear calculations. When modelling rail wear Archard’s wear model has been used, including wear coefficients based on laboratory measurements. The measurements have been performed under dry conditions, so the wear coefficients under lubricated conditions (both natural and deliberate lubrication) are reduced by factors estimated by field observations. After the wear depth calculations the wear distribution is smoothed and the rail profile is updated. The simulation procedure continues with a new wear step as long as the desired tonnage is not attained.

Four curves of Tvärbanan with different curve radii, ranging from 85 to 410 m, have beenstudied in this work. On three of the curves the high rail is deliberately lubricated, whereas no lubrication has been applied in the widest curve. The vehicle operating the light rail line is an articulated tram with two motor end bogies and one intermediate trailer bogie. The line was opened in August 1999 and extended in one direction one year later. Rail profile measurements have been carried out by SL since March 2002. The traffic tonnage at the selected sites from the opening of the line to the last measurement occasion (September2004) is at most 8.9 mega gross ton per track.

The results of the rail wear prediction tool are evaluated by comparing worn-off area of the simulated rail profiles with that of the measured rail profiles. Simulated and measured resultsdo not agree too well, since the simulated rail wear is more extensive than the measured one, especially on the outer rail. However, the shapes of the simulated worn rail profiles are comparable to those of the measured rail profiles.

Place, publisher, year, edition, pages
2005. , v, 49 p.
Trita-AVE, ISSN 1651-7660 ; 2005:12
Keyword [en]
rail wear, simulations
National Category
Vehicle Engineering
URN: urn:nbn:se:kth:diva-26310ISRN: KTH/AVE/RTM-05/12-SEOAI: diva2:371655
QC 20101123Available from: 2010-11-23 Created: 2010-11-22 Last updated: 2010-12-17Bibliographically approved

Open Access in DiVA

fulltext(2979 kB)2888 downloads
File information
File name FULLTEXT01.pdfFile size 2979 kBChecksum SHA-512
Type fulltextMimetype application/pdf

Search in DiVA

By author/editor
Orvnäs, Anneli
By organisation
Rail Vehicles
Vehicle Engineering

Search outside of DiVA

GoogleGoogle Scholar
Total: 2888 downloads
The number of downloads is the sum of all downloads of full texts. It may include eg previous versions that are now no longer available

Total: 331 hits
ReferencesLink to record
Permanent link

Direct link