2 edition of steady state forces and moments in a railway wheelset including flange contact conditions found in the catalog.
steady state forces and moments in a railway wheelset including flange contact conditions
B. V. Brickle
Written in English
Thesis(Ph.D.) - Loughborough University of Technology 1973.
|Statement||by B.V. Brickle.|
B.V. Brickle, The steady state forces and moments on a railway wheel set including flange contact conditions. Loughborough Chr. Doct. Thesis (). Google Scholar. The wheel must absorb lateral jolts that occur when the flange hits the inside shoulder of the rail, and allow a degree of fore-and-aft movement so the wheelset can ‘steer’ round curves. Finally, the springs keep each wheel in contact with the track in places where it dips below its nominal alignment, which helps to prevent the wheelset.
The wheel flange climb derailment criteria, that are the classical formula in the case of wheel/rail friction sliding and the approximate analytical formula by considering the wheel/rail creep force effect, are derived through the force analysis and the establishment of the steady state equations of the wheelset. simulation of rail-wheel contact force - iwnicki.
The maintenance of railway systems is critical for their safe operation. However some landscape geographical features force the track line to have sharp curves with small radii. Sharp curves are known to be the main source of wheel flange wear. The reduction of wheel flange thickness to an extreme level increases the probability of train accidents. To avoid the unsafe operation of a . It was noted that the amplitude of the hunting limit cycle is large enough that the lateral wheel/rail flange force is created. Hence, it is necessary to include the flange contact forces in the model. The flange force is modeled as a linear spring besides a nonlinear fourth order damping including a dead zone due to the wheel/rail clearance.
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Forces in the contact areas have been calculated using the\ud various theories assuming the wheelset to be rolling along the track a ta\ud constant velocity in a displaced : Barrie V. Brickle. Computer programs have been written which calculate the contact points when the wheelset is displaced laterally and yawed by various amounts, including flange,contact conditions.
Up to three contact points can exist between the wheelset, and track. Forces in the contact areas have been calculated using the various theories assuming the wheelset to be rolling along the Cited by: 6.
Enter the password to open this PDF file: Cancel OK. File name:. The steady state forces and moments on a railway wheelset including flange contact conditions.
By B.V Brickle. Abstract. SIGLEAvailable from British Library Document Supply Centre- DSC:DX / BLDSC - British Library Document Supply CentreGBUnited KingdoAuthor: B.V Brickle. A theoretical model for steady-state wheelset force/displacement relations in tread and flange contact is presented.
The analysis includes nonlinear geometric constraints that characterize wheel/rail contact, creep forces in the contact plane due to wheel/rail differential velocities, limits on adhesion at each contact point, and equilibrium conditions applied to the wheelset body by: 5.
Data are presented for wheelset lateral force and yaw moment for the nonlinear range of wheelset lateral displacements and yaw angles, including flange contact.
The measured data validate the analytical model presented in Part 1 of this paper, based on nonlinear wheel/rail contact geometry, creep forces with adhesion limits, and wheelset.
Third, railway wheels are almost always coupled together in pairs, each pair joined by a rigid axle to form what is known as a wheelset. A wheelset is extremely heavy by comparison with its equivalent on a road-going vehicle, and when you look at the various components, it’s not difficult to see why.
Let’s start with the disk. Figure 1. The circumstances giving rise to the incipient derailment of a railway wheel-set under steady-state rolling conditions are re-examined in the light of recent developments in rolling-contact theory.
It is found that the problem can be stated in a form which avoids difficulties inherent in most earlier treatments. A simplified wheelset model is used to simulate derailments with different adhesion conditions. The contact force components, including the longitudinal and spin effects, are identified in a.
‘The steady state forces and moments on a railway wheelset including flange contact conditions’ Doctoral Thesis, Loughborough University of Technology,  S.D.
Iwnicki () The Manchester Benchmarks for Rail Vehicle Simulation. The steady state forces and moments on a railway wheelset including flange contact conditions. Thesis, Department of Transport Technology, Loughborough University of Technology, Google Scholar. Kalker, J. Three dimensional bodies in rolling contact, (Kluwer Academic Publishers, Dordrecht).
The steady state forces and moments on a railway wheelset including flange contact conditions. The steady state forces and moments on a railway wheelset including flange contact conditions. Where wheel–rail contact conditions are most severe (high lateral loads and slips), typically in curves where the flange contacts the gauge corner, mitigation is required to try and reduce the likelihood of wear occurring to both wheel and rails.
Wheel tread–top of rail friction control is being increasingly used to provide this wear mitigation as well as minimise curve noise, lateral. tracks are dominated by contact forces at the wheel-rail interface, the characteristics of which are complex and vary with external conditions.
The models used by railway engineers in the vehicle design and verification are highly non-linear and complex. However, measures for linearisation and model reduction are applied in practice and simplified. The contact force components, including the longitudinal and spin effects, are identified in a steady-state condition on the verge of a derailment.
dynamics of a railroad vehicle wheelset. Noise generation in railway wheels due to rail-wheel contact forces. set-up for measurement of creepage dependent friction coefficient. Squeal noise of rail-bound vehicles influenced by lateral contact position.
The steady state forces and moments on a railway wheelset including flange contact conditions. • The contact area is then: in2( mm2) • Assuming a HAL vehicle weight (gross) oflbs, we have a nominal wheel load of 35, lbs, i.e. kips ( kN) • The resulting average contact pressure (Pavg) is then: ksi(1, MPa).
Wheel set flange derailment criteria for railway vehicles are derived and the influence of wheel–rail contact parameters is studied. An indirect method for wheel–rail force. An analysis of the mechanics and dynamics of a railroad vehicle wheelset during flange contact and wheelclimb derailment is presented.
quasi-steady-state conditions, on a. Friction forces are discussed in Section Contact forces are pressures that act on the small area of contact between two objects.
Contact forces can either be measured, or they can be calculated by analyzing forces and deformation in the system of interest. Contact forces are very complicated, and are discussed in more detail in Section 8.
So the total resistance for a wagon whose gross weight is 50 tonnes comes to about kN. For the moment let’s just call it \(S\). Under these conditions, the tensile force acting on each coupling between adjacent vehicles is steady and predictable.
Suppose there are 30 wagons in the train, numbered 1 to 30 from front to rear.– The Contact Patch and Contact Pressures – Creepage, Friction and Traction Forces – WheelsetGeometry and Effective Conicity – Vehicle Steering and Curving Forces – Rail and Wheel Wear – Shakedown and Rolling Contact Fatigue (RCF) – Curving Noise – Corrugations • The objective is to develop a framework to understand, articulate.The leading inner wheel in a bogie experiences a large lateral creep force; the contact with the rail is located towards the field side of the tread.
The outer wheel has a similar yaw angle, but is usually in flange contact. Consequently, the normal force on the flange acts at a significant contact angle to steer the wheelset around the curve.