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H. Sugiyama¹, M. Yada², H. Yamamoto², J. Kurihara³, H. Ohbayashi³, Y. Shimokawa⁴, M. Mizuno⁴ and M. Tanimoto⁵

¹Department of Mechanical and Industrial Engineering, The University of Iowa, USA
²Department of Mechanical Engineering, Tokyo University of Science, Japan
³Tokyo Metro Co., Ltd., Japan
⁴Nippon Steel & Sumitomo Metal Corporation, Japan
⁵Nippon Steel & Sumikin Technology Co., Ltd., Japan

Keywords: wheel and rail profile wear, curve negotiation, multi-Hertzian contact, derailment coefficient.

Abstract

In this investigation, the wheel and rail contact problem on small radius curved tracks for severely worn profiles, and its effect on the derailment coefficient of railroad vehicles, are discussed. The on-track condition monitoring system installed on small radius curved tracks in the Tokyo subway is used to measure the wheel/rail contact forces over years. The measurement results on the curved rail that has a severely worn profile with plastic material flows around the gauge corner indicates that the derailment coefficient (L/V ratio) decreases as the wear level increases. To explain this phenomenon, the finite element contact analysis is performed first, for the measured worn wheel and rail profiles, and then the contact patches obtained by the finite element analysis are used to define the multi-Hertzian contact in the curve negotiation analysis on the small radius curved track. The numerical results indicate the same decreasing trend of the derailment coefficient as the wheel wear increases. It is demonstrated that the location of contact patches on the flange moves close to the top of the flange as the wear around the flange becomes significant, and it leads to the increase in the steering yaw moment, which explains the decreasing trend of the derailment coefficient observed in the measurement on the small radius curved track.

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Front Page Browse CCP CSETS CTR IJRT Other Authors Search Purchase Guide FAQ Contact us	International Journal of Railway Technology ISSN 2049-5358 IJRT, Volume 2, Issue 4, 2013 Wheel and Rail Profile Wear on Small Radius Curved Tracks and its Effect on Derailment Coefficients: Measurement and Simulation H. Sugiyama¹, M. Yada², H. Yamamoto², J. Kurihara³, H. Ohbayashi³, Y. Shimokawa⁴, M. Mizuno⁴ and M. Tanimoto⁵ ¹Department of Mechanical and Industrial Engineering, The University of Iowa, USA ²Department of Mechanical Engineering, Tokyo University of Science, Japan ³Tokyo Metro Co., Ltd., Japan ⁴Nippon Steel & Sumitomo Metal Corporation, Japan ⁵Nippon Steel & Sumikin Technology Co., Ltd., Japan doi:10.4203/ijrt.2.4.5 purchase the full-text of this paper Full Bibliographic Reference for this paper H. Sugiyama, M. Yada, H. Yamamoto, J. Kurihara, H. Ohbayashi, Y. Shimokawa, M. Mizuno, M. Tanimoto, "Wheel and Rail Profile Wear on Small Radius Curved Tracks and its Effect on Derailment Coefficients: Measurement and Simulation", International Journal of Railway Technology, 2(4), 85-98, 2013. doi:10.4203/ijrt.2.4.5 Keywords: wheel and rail profile wear, curve negotiation, multi-Hertzian contact, derailment coefficient. Abstract In this investigation, the wheel and rail contact problem on small radius curved tracks for severely worn profiles, and its effect on the derailment coefficient of railroad vehicles, are discussed. The on-track condition monitoring system installed on small radius curved tracks in the Tokyo subway is used to measure the wheel/rail contact forces over years. The measurement results on the curved rail that has a severely worn profile with plastic material flows around the gauge corner indicates that the derailment coefficient (L/V ratio) decreases as the wear level increases. To explain this phenomenon, the finite element contact analysis is performed first, for the measured worn wheel and rail profiles, and then the contact patches obtained by the finite element analysis are used to define the multi-Hertzian contact in the curve negotiation analysis on the small radius curved track. The numerical results indicate the same decreasing trend of the derailment coefficient as the wheel wear increases. It is demonstrated that the location of contact patches on the flange moves close to the top of the flange as the wear around the flange becomes significant, and it leads to the increase in the steering yaw moment, which explains the decreasing trend of the derailment coefficient observed in the measurement on the small radius curved track. purchase the full-text of this paper (price £20) go to the previous paper go to the next paper return to the table of contents return to IJRT purchase this issue (price £70 +P&P)
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