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0 Aufrufe10 SeitenThe article deals with the technique allowing the assessment of rail endurance with respect to contact fatigue durability with consideration of intensity of lateral wear of railhead. The method provides for taking into account the entire diversity of the rolling stock moving at different speeds on the certain railroad section, which is characterized by the curvature radius, the elevation of the outer rail, the upper structure of the railway track, and other operational factors. The method is bas

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The article deals with the technique allowing the assessment of rail endurance with respect to contact fatigue durability with consideration of intensity of lateral wear of railhead. The method provides for taking into account the entire diversity of the rolling stock moving at different speeds on the certain railroad section, which is characterized by the curvature radius, the elevation of the outer rail, the upper structure of the railway track, and other operational factors. The method is bas

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The article deals with the technique allowing the assessment of rail endurance with respect to contact fatigue durability with consideration of intensity of lateral wear of railhead. The method provides for taking into account the entire diversity of the rolling stock moving at different speeds on the certain railroad section, which is characterized by the curvature radius, the elevation of the outer rail, the upper structure of the railway track, and other operational factors. The method is bas

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ISSN(P): 2249-6890; ISSN(E): 2249-8001

Vol. 9, Issue 3, Jun 2019, 1655-1664

© TJPRC Pvt. Ltd.

VLADIMIR MIKHAILOVICH FEDIN

Railway Research Institute, Moscow, Russia

ABSTRACT

The article deals with the technique allowing the assessment of rail endurance with respect to contact fatigue

durability with consideration of intensity of lateral wear of railhead. The method provides for taking into account the

entire diversity of the rolling stock moving at different speeds on the certain railroad section, which is characterized by

the curvature radius, the elevation of the outer rail, the upper structure of the railway track, and other operational

factors. The method is based on the use of the program to assess the probabilistic characteristics of the interaction

processes between the track and the rolling stock.

The rail wear caused by contact fatigue defects, as well as due to durability determines mainly the service life

Original Article

of the railway track between major repairs.

KEYWORDS: Contact Fatigue Durability, Lateral Wear Of The Railhead, Rail Durability, Operating Conditions &

Passed Through tonnage

Received: Apr 22, 2019; Accepted: May 13, 2019; Published: Jun 12, 2019; Paper Id.: IJMPERDJUN2019174

INTRODUCTION

As shown by the results of experimental and theoretical works (Tarnopolsky, Shklyar, 1970; Verigo,

Kogan, 1986; Kogan, Abdurashitov, 2014), the value of the resultant vertical and lateral loads acting from the

wheel on the rail, raised to the power of γ(γ = 4÷5), can be taken as a measure of damage to the rails, caused by

contact fatigue defects in a single loading cycle µ:

= =( + ) /

(1)

where + = is the square of the resultant vertical Q and the lateral YL loads transmitted from the

railroad carriage wheel to the rail.

The vertical and lateral loads acting on the railway track cross-section at the time of wheel passing

through this section are random variables.

When random force Q passes through the cross section of the railway track, the mean square of this force

is determined by the expression

〈 〉=〈 〉 + (2)

where 〈Q〉 is the mean of the vertical force Q; is the standard deviation of the Q from the mean

1656 Aleksandr Yakovlevich Kogan, Lyudmila Aleksandrovna Andreeva

& Vladimir Mikhailovich Fedin

value Q.

By analogy, the average square of the lateral force YL is determined by the expression:

〈 〉=〈 〉 + (3)

When passing the entire variety of trains through a certain section of the railway track, the axis of the railroad

carriage transmits vertical forces with the following statistical characteristics to the rail

〈 〉= ∑ 〈 〉; (4)

σ! = ∑"

% 〈σ!# 〉, (5)

"

Where i is the number of the wheel passing through a certain section of the railway track;

〈 〉 is the average value of the vertical load transmitted from the i-th wheel to the rail;

&

is the standard deviation of the vertical force transmitted from the i-th wheel to the rail from the average

value〈 〉;

N is the total number of wheels passing through a certain section of the railway track during the day.

By analogy with (4) and (5), the statistical characteristics of the random lateral force acting from the axes of the

railroad carriages are defined as follows:

〈 〉= ∑ 〈 &

〉 (6)

= ∑ 〈 〉 (7)

&

Where 〈 &

〉 is the average lateral force '& transmitted from the i-th wheel on the rail;

is the standard deviation of the lateral force '& transmitted from thei-th wheel to the rail from the average

&

value〈 &

〉

Taking into account formulas (1-7), the average damage rate of the rails by contact fatigue damages in one

loading cycle is determined by the expression (Kogan, Abdurashitov, 2014):

3/

〈μ〉 = )* ∑"

% 〈Q % 〉, + * ∑% 〈Y # 〉, + ∑%

" "

-σ!# + 2K !# σ!# σ +σ 0 + σ1 2 (8)

" " " # # #

Where 4 &

is the correlation coefficient of vertical and lateral &

forces transmitted from the i-th wheel to

&

the rail;

5 is the standard deviation of the vertical dynamic force transmitted from the wheel to the rail and caused by

random impacts of the wheel flats on the rolling surfaces of the wheels of the rolling stock

Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal NAAS Rating: 3.11

The Assessment of Contact Fatigue Endurance of 1657

Rails in Real Operating Conditions

METHODS

General Description

The method to determine the standard deviation 5 is described in the article (Kogan, 2014), and thus we will not

dwell on it.

The value of 〈µ〉 should be determined individually for the outer and inner length of rails.

In the optimal case, the maximum permissible values of defects on contact fatigue and wear and tear should be

achieved simultaneously. However, it is better to remove rails due to wear before the emergence of a high degree of risk of

fatigue destruction. At that, it is necessary to use a fatigue resource of rails as much as possible. For this purpose, the

coefficient K determining rail damage by contact fatigue defects caused by intense lateral wear I, mm/mln ton was

introduced. By definition, this coefficient is equal to the ratio of the damage rate of the rails by contact fatigue defects in

one loading cycle 〈µ〉 at a given intensity of lateral wear of the rails I to that in the absence of lateral wear.

Algorithm

According to the research carried out by Abdurashitov (Abdurashitov, 2002; Kogan, Abdurashitov, 2009), this

coefficient is determined by the empirical formula:

(9)

As noted by Abdurashitov, the beneficial effect of lateral wear on the reduction of contact fatigue is no longer

valid when the longitudinal and transverse contact fatigue cracks are formed under the "shelf" in severely worn rail, when

the flanges of the wheels are rolling on the "shelf". Therefore, in operation, it is necessary to carry out special measures

(for example, grinding on the rail surface and creating artificial vertical wear of the railhead) to prevent such a condition of

the rails.

DISCUSSION

For the subsequent presentation of the material, we will focus on the method of estimating the intensity of lateral

wear of rails in real operating conditions, the basics of which are given in (Kogan, 2017).

Let us first consider the problem of determining the lateral wear of the rail under passing trains.

The wheel i of the railroad carriage of j design, when rolling the outer length of rails, forms the over swing 6 7 ,

which is a horizontal longitudinal distance from the instantaneous center of rotation of wheel i of the railroad carriage of j

design (point 0 in Fig.1) up to the touch point of the wheel and rail crest 01.

?7 is the inclination angle to the horizon of the crest of the rolling wheel of the railroad carriage of j design

1658 Aleksandr Yakovlevich Kogan, Lyudmila Aleksandrovna Andreeva

& Vladimir Mikhailovich Fedin

is applied at the contact point of the rotating rolling wheel i of the railroad carriage of j

design and the side surface of the outer length of rails, then a friction force occurs, defined as follows

B7 = C 7 (11)

Where C is the friction coefficient between the surfaces of the wheel crest and rail;

7 is the normal force at the point of contact of the crest of the wheel i of the railroad carriage of j design and the

lateral surface of the rail

The normal force at the point of contact of the rolling wheel crest and the lateral surface of the rail is determined

by the expression (Kogan, 1997):

D&A

7 = (12)

1%E FA GHI JK1 FA

The friction work B 7 at the displacement of ds, where ds is the differential railway track, on which the friction

force does the work, is determined by the equality

LM = B 7 LN (13)

Substituting the expression (10) in (12) and taking into account the equality (11), one obtains

LN. (14)

Suppose that in consequence of a single passage of the rolling wheel i of the railroad carriage of j design along

the rail curve, the lateral surface of the railhead loses the cross-sectional area of ΔQ 7 .

Dividing both parts of equality (13) by ΔQ 7 , and taking into account that LΩ = ΔQ 7 LS represents the differential

of volume loss by metal of the outer length of rails, when i-throlling wheel couple of railroad carriage of j design passes

the distance dx, one gets

TU 1WJ FA

= C &A

; <7 (15)

TΩ ∆V&A 1%E FA GHI JK1 FA

Since the ratio of the work, spent on wear, to the volume of the material lost during wear is the resistance against

wear C, one obtains the following estimate of the cross-sectional area of the railhead lost due to lateral wear at a single pass

along the curve of the i-throlling mounted wheels of railroad carriage of j design:

1WJ FA

∆Q 7 = C &A

; <7 (16)

X 1%E FA GHI JK1 FA

The concept of wear resistance is used to assess the quality of polymeric materials. With regard to rail steel, the

concept of wear resistance C* is used, which is defined as the inverse of the mass loss in the sample during wear tests.

The tests were carried out in a laboratory environment. Wear resistance was assessed during dry wear tests on

samples 40 mm in diameter and 4-6 mm thick, cut near the rolling surface. The tests were carried out using Amsler wear

testing machine with regard to resistance to rolling with 10% slip. Wheel steel rollers were used as a counter body. Wear

was estimated by weight loss after 7•104 turns of rollers pressed to each other by a force of 0.3-0.7 kN (Zolotarsky, Rauzin,

Schuur, 1976).

Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal NAAS Rating: 3.11

The Assessment of Contact Fatigue Endurance of 1659

Rails in Real Operating Conditions

Lasting quality C and wear resistance C* are related linearly (Kogan, 2017), so that

С = 5.5.102С* (17)

ТZ ]

In formula (17), quantity C has the dimensionality of = , while quantity C* has the dimensionality of g-1.

[\ [[\

Formula (16) can be used to obtain the total cross-sectional area of the railhead, lost in consequence of the friction

interaction of the rail with the crests of the rolling wheels of the rolling stock. Taking into account the correlation (17), one

can write

HI ∗ 1WJ FA

Q = 0.182 ∙ 10G ∑e

7 c7 d7 (18)

X∗ 1%E FA GHI JK1 FA

where

Q is the total cross-sectional area of the railhead lost as a result of abrasion of the lateral face of the railhead by

the wheel crests of the passing trains, mm2;

f ∗ is the total number of railroad carriages that have passed along the given curve;

g is the total number of railroad carriage designs running along the considered section of the rail track;

c7 is the proportion of railroad carriages with design parameters of j, moving at specified speeds and certain axial

loads, in the general variety of railroad carriages circulating on the considered railroad section;

d7 is the average value of the complex index that determines the lateral wear of the railhead when passing the

railroad carriage with j design along the considered curve, kN.

hAi hAi

d7 = ∑ 〈 &A

; <7 〉 = ∑ [〈 &A

〉 〈; <7 〉 + 4 D ψ%k ] (19)

&A

where

m7< is the number of mounted wheels rolling when moving along the considered curve of the railroad carriage of j

design;

〈 &A

〉 is the average value of the directive force acting from the crest of the i-th rolling mounted wheels of the

railroad carriage of j design along the outer length of rails under consideration;

〈; <7 〉 is the average angle between the axis of the i-th mounted wheels and the normal to the longitudinal axis of

the rail railway track x at the location of the mounted wheels;

and ; 7

&A

〉, 〈; <7 〉,and4 D ; 7 quantities are described in (Kogan, 1997).

&A

The lateral wear n is related to the cross-sectional area of the rail lost due to wear. A corresponding graph for the

P65 rail is shown in Figure.2a.

1660 Aleksandr Yakovlevich Kogan, Lyudmila Aleksandrovna Andreeva

& Vladimir Mikhailovich Fedin

Thus, the lateral wear of the railheadn in the considered curve is determined by the expression:

n = o Φ qQ r =

=o Φ ) ∑e

7 c7 ∑ [〈 〉 〈; <7 〉 + 4 D ; 7 ]2 (20)

X∗ 1%E FA GHI JK1 FA &A &A

where

o is the coefficient that corrects the lateral wear of the railhead taking into account the increased impact of

locomotives in traction mode

The intensity of the lateral wear of the rail head I, which is included in the expression (9), and significantly affects

the contact fatigue service life of the rail, is determined by the expression

Tv

u= (21)

Tw

Where B is the gross tonnage, at which the lateral wear of the railhead amounts to n mln tons

As follows from the expression (20), the intensity of the lateral wear of the railhead, determined by the expression

(21), depends on the gross tonnage passed through the railway section.

It is convenient to introduce another definition of the lateral wear intensity of the rail as the ratio of the cross-

sectional area of the railhead lost in consequence of abrasion of its lateral plane by the wheel flanges of the railroad

carriages passing through the railway section to the passed gross tonnage:

T∆V

x = (22)

Tw

The value of x does not depend on the number of railroad carriages passed through the railway section, and

taking into account (19), is determined by the expression

C, s ∙ Cz HI 1WJ FA hAi

x = ∑e c7 ∑ [〈 〉 〈; <7 〉 + 4 D ; 7 ] (23)

X ∗〈 I 〉〈hA 〉 7 1%E FA GHI JK1 FA &A &A

Where 〈2 C〉 = 2 ∑e

7 c7 〈 C& 〉 is the average axial load of the railroad carriage running through the certain

section;

〈m7 〉 = ∑e

7 c7 m7 is the weighted average number of passed railroad carriage axles;

The multiplier 106 in the formula (23) is introduced due to the fact that the dimension of the lateral wear intensity

x is convenient to be expressed in the units of gross mm2/MMT (tonnage dimension in MMT).

Tv Tv T∆V Tv

u= = ∙ = ∙x (24)

Tw T∆V Tw T∆V

Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal NAAS Rating: 3.11

The Assessment of Contact Fatigue Endurance of 1661

Rails in Real Operating Conditions

Tv

Graphical representation of the derivative depending on the lateral wear n is shown in Fig. 2b.

T∆V

If neglecting the effect of lateral wear of the rail in the initial period of operation (δ<5 mm) on its service life in

Tv

terms of contact fatigue durability, then, when determining the coefficient K in the formula (9), the value can be

T∆V

considered constant.

Tv

In this case = 0.038 mm-1 = const.

T∆V

Substituting expression for J de~ined by formula (22)into the correlation (23), one obtains the following result:

u= ∑e c7 ∑ [〈 〉 〈; <7 〉 + 4 D ] (25)

X ∗〈 I 〉〈hA 〉 7 1%E FA GHI JK1 FA &A &A

After the lateral wear intensity of the rail I is determined, using formula (9), one can determine coefficient K,

which is equal to the ratio of the rail damage rate by contact fatigue defects during one loading cycle 〈µ〉 at the actual

lateral wear rate of the rails within a given railway section, to such in the absence of lateral wear.

Taking into account the intensity of lateral wear I, the linear damage index of rails by contact fatigue damage in a

single loading cycle during the passage of the entire variety of railroad carriages along the railroad section will be

determined as follows:

‹ = c c cŒ ∑ ∑7 • Ž7 〈 7 〉4 7 (26)

where

〈 7〉 is the average value of the linear damage rate of rails by contact fatigue defects in one loading cycle for a

given railroad carriage moving at a given speed and axial load (i index) along the railway track of a given design

being at a certain condition, including geometry in plan, profile, and level (j index);

• is the proportion of railroad carriages moving at specified speeds and axial load (i index);

Ž7 is the proportion of the length of the plan and profile element (j index);

c is the coefficient, which takes into account the effect of rail grinding on its contact fatigue service life;

c is the coefficient, which takes into account the influence of multiplicity of traction, regenerative braking, and

mountain-pass conditions on the rails’ contact fatigue service life;

cŒ is the coefficient, which takes into account the influence of climatic conditions

In general, c ,c and cŒ coefficients are determined by the operating conditions of the considered railway track

section; their numerical values are given in (Kogan, Abdurashitov, 2014).

The described methods allow transferring the observations’ results of the rail wear due to the contact fatigue

defects obtained on the experimental section of the railway track to any other section.

1662 Aleksandr Yakovlevich Kogan, Lyudmila Aleksandrovna Andreeva

& Vladimir Mikhailovich Fedin

Indeed, at the same resource of contact fatigue durability of rails, using the linear damage accumulation rules, we

have

m ‹ = mC ‹C = d = •‘mN9 (27)

where

m is the number of carriage axes, which can be passed through section 1 until the contact fatigue service life of

the rails G is exhausted;

‹ is the indicator of rails’ damage by contact fatigue defects at section 1 corresponding to the passage of one axle

of the train;

mC is the number of axes of the railroad carriages passed through the experimental section before contact and

fatigue durability recourse is exhausted;

‹C is the indicator of rails’ damage by contact fatigue defects on the experimental section during the passage of

one axle of the train.

’ ’

n = 〈“D〉 ; nC = 〈“I〉 (28)

D I

where

B is the gross tonnage, which can be passed over section 1 until the rail contact fatigue life is exhausted;

BC is the gross tonnage passed through the experimental section until the life of the contact fatigue durability of

the rails is exhausted;

〈”C 〉 is the average axial load at the experimental section of railway track

one obtains an expression that defines the gross tonnage, which can be passed through the railroad section 1.

–I 〈“D 〉

T = TC (29)

–D 〈“I 〉

Formula (28) allows calculating the gross tonnage, which can be passed through a given railway section with the

specified characteristics, if the gross tonnage passed through the experimental section, at which the contact fatigue

durability of the rails has been exhausted, is known. The determining factor in the solution of this problem is the

parametric relationships between ‹C , ‹ , 〈”C 〉и〈” 〉, which in a brief form characterize the operating conditions of the

experimental and given sections of the railway track.

CONCLUSIONS

The authors offer technique to assess contact fatigue endurance of rails in real conditions of their operation

combining it with estimation of rails’ lateral wear intensity significantly influencing the development of contact fatigue

defects at the same operating conditions.

Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal NAAS Rating: 3.11

The Assessment of Contact Fatigue Endurance of 1663

Rails in Real Operating Conditions

REFERENCES

formation]. Railway Track and Track Facilities, 11, pp. 16-20.

2. Kogan, A.Ya. 1997. Dinamikaputii ego vzaimodejstvie s podvizhnymsostavom [Dynamics of the railway track and its

interaction with rolling stock]. Moscow, Transport, pp. 326.

3. Kogan, A.Ya. 2014. Vozdejstvie na put' poezdov, imeyushchih v svoemsostavevagony s polzunami na kolesnyhparah [Impact

on the railway tracks of the train, having in its composition cars with wheel flats on the mounted wheels]. Bulletin of All-

Russian Research Institute of Railway Transport (VNIIZhT), 3, pp. 3-8.

intensity of lateral and vertical wear of rails below passing trains]. Bulletin of All-Russian Research Institute of Railway

Transport (VNIIZhT), 3, pp. 138-144.

assessment of rail damage by contact fatigue defects]. Railway Track and Track Facilities, 12, pp.14-15.

ustalostnogoproiskhozhdeniya [Prediction of rail failures due to defects of contact fatigue origin]. Bulletin of All-Russian

Research Institute of Railway Transport (VNIIZhT), 4, pp. 3-6.

fatigue reliability of rails]. Proceedings of All-Russian Research Institute of Railway Transport (VNIIZhT), 96, pp. 189-198.

8. Omar, A. A., El-Shennawy, M., & Ayad, M. (2015). Study of Wear Behavior of as Cast TiC/7075 Composite. International

Journal of Mechanical Engineering, 4(4), 45-52.

9. Verigo, M.F., and Kogan, A.Ya. 1986. Vzaimodejstvieputiipodvizhnogosostava [Interaction of the track and rolling stock].

Moscow, Transport, 559 p.

10. Zolotarsky, A.F., Rauzin, Ya.R., and Schuur, E.A. 1976. Termicheskiuprochnennyerel'sy [Thermally hardened rails]. Moscow,

Transport, pp. 264.

1664 Aleksandr Yakovlevich Kogan, Lyudmila Aleksandrovna Andreeva

& Vladimir Mikhailovich Fedin

APPENDIX

Figure 1: Formation Scheme of the Over Swing š›œ of the Touch Point of the Crest and

Wheel —ʹ˜ Relative to the Instantaneous Rotation

on Center of Aiming Point 0(0ʹ)

0(0

(a)

(b)

Figure 2.The Lateral Wear of the Rail Depending on the Area of the Lost Metal

(a) Lateral wear δL depending on the area of the lost metal ∆SL for rail R65;

(b) Derivative of the lateral wear dδL /d∆SL depending on the area of the lost metal ∆SL for rail R65;

Impact Factor (JCC): 7.6197 SCOPUS Indexed Journal NAAS Rating: 3.11

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