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Wheel wear of a two axle freight vehicle
Carlos Casanueva, Sebastian Stichel, Per-Anders Jönsson Division of Rail Vehicles, KTH 17th Nordic Seminar on Railway Technology October 3, 2012
Layout
• Project description • Wear modelling • Experimental results • Validation and discussion • Conclusions and further work
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Objectives
• Design of a new wheel profile for freight wagons - Reduce maintenance costs caused by wear and fatigue - Reduce the effect of low frequency instability
• Analyse the influence of freight vehicle modelling on uniform wear and RCF - Increased axle loads - Energy dissipation elements
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Wear Modelling
• Archard’s wear law
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HsNkVw =
Wear Modelling
• Archard’s wear law
• Define Operational Case • Perform dynamic simulations • Calculate wheel wear • Update wheel profile
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HsNkVw =
Stop when desired mileage is reached
Reference Case: Trätåg Timber Wagons
• Laaps wagons, Unitruck running gear
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Reference Case: Trätåg Timber Wagons
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LS
LOM
VO
GMS
BLG
HLF
LSE
HFJ
GÄ SUR
Experimental results: flange height hf
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0 2 4 6
x 104
28
29
30
1r R2=0.6577
0 2 4 6
x 104
28
29
30
1l R2=0.4484h f (m
m)
0 2 4 6
x 104
28
29
30
2r R2=0.83296
mileage (km)0 2 4 6
x 104
28
29
30
2l R2=0.71513
mileage (km)
h f (mm
)
1l
2l 2r
1r
Experimental results: flange thickness tf
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1l
2l 2r
1r
0 2 4 6
x 104
26
28
30
32
1r R2=0.60143
0 2 4 6
x 104
26
28
30
32
1l R2=0.46515t f (m
m)
0 2 4 6
x 104
26
28
30
32
2r R2=0.49669
mileage (km)0 2 4 6
x 104
26
28
30
32
2l R2=0.529
t f (mm
)
mileage (km)
Experimental results: flange inclin. qr
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1l
2l 2r
1r
0 2 4 6
x 104
6
8
10
121r R2=0.68258
0 2 4 6
x 104
6
8
10
121l R2=0.57731
q r (mm
)
0 2 4 6
x 104
6
8
10
122r R2=0.75477
mileage (km)0 2 4 6
x 104
6
8
10
122l R2=0.59601
q r (mm
)
mileage (km)
Experimental validation
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Experimental validation
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Experimental validation
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Experimental validation
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Experimental validation
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Contact geometry at the switch
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17 18-19-20
21-22 23
Switch simulation
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-0.06 -0.05 -0.04 -0.03 -0.02 -0.01 0 0.01 0.02 0.03 0.04
0
100
200
300
400
500
600
700
posw (m)
Dis
sipa
ted
ener
gy(J
/m)
cpt11l
cpf11l
cpt11r
cpf11r
17
A
B C
D
New profile Worn profile
Switch simulation – wear
• Average: 3.14km per switch
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-0.06 -0.04 -0.02 0 0.02 0.04 0.060
0.5
1
1.5
2x 10
-6
dz(m
)
y(m)
wear/(km/turnuot)wear/turnout S1002-newwear/turnout S1002-worn
Full simulation
• Laden • 3.14km simulation • Switch simulation • Repeat until laden run is ended
• Unladen • 3.14km simulation • Switch simulation • Repeat until unladen run is ended
• Laden • ...
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Full simulation
• No way, simulations are: - c.a. 100km per wear step - c.a. 500 wear steps - c.a. 15 days computation.
• Switch simulation - c.a. 45 min. ~c.a. 22.5 days. - Non-smooth wheel profile will increase simulation time
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Conclussion
• Wheel wear on freight vehicles cannot be studied considering only track geometry - Heavy wear at the tread end and flange top is caused by
switch geometry - Block brakes will cause additional wear at the tread
• Wear pattern at the tread end could be detected with Archard’s wear model but not with Tγ model
• Promising preliminary results
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Further work
• Switch simulation - Straight run - Unladen run - Worn switch geometry
• New vehicle – Y25 bogies • Block brake influence
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Wheel wear of a two axle freight vehicle
Carlos Casanueva, Sebastian Stichel, Per-Anders Jönsson Division of Rail Vehicles, KTH 17th Nordic Seminar on Railway Technology October 3, 2012 Thank you for your attention [email protected]