Factors Responsible for Wheel - Rail Interaction in Curves
There are discussed curve negotiation related vehicle - track interaction processes. Not only maximum but also averaged values of the interaction indices ought to be taken into consideration while analyzing the respective calculation and test results. They determine to a greater extent the mechanica...
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| Main Author: | |
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| Format: | Article |
| Language: | Russian |
| Published: |
Joint Stock Company «Railway Scientific and Research Institute»
2015-02-01
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| Series: | Вестник Научно-исследовательского института железнодорожного транспорта |
| Subjects: | |
| Online Access: | https://www.journal-vniizht.ru/jour/article/view/13 |
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| Summary: | There are discussed curve negotiation related vehicle - track interaction processes. Not only maximum but also averaged values of the interaction indices ought to be taken into consideration while analyzing the respective calculation and test results. They determine to a greater extent the mechanical forces-caused processes governing track and vehicle related energy consumption and wear rate. Also presented are factors influencing the wheel - rail dynamic interaction processes, characteristic of railway car movement within a train consist. With railway track in a good condition values of frame forces are governed not so much by the track curvature as by the total of inertial forces and external loads acting upon the car sprung parts. In-track lateral forces represent the sum of the frame forces acting upon a wheelset and friction forces within a wheel -rail contact. Lateral forces’ values essentially depend not only on the track irregularities, but also on the contact surface friction which value increases in the steep curves. That’s why the force acting from the wheel may significantly outweigh the frame force acting upon the wheelset. And this is the reason for the gauge outward pressure rate to be different in the steep and smooth curves at the within-one-order frame forces’ values. With a wheel attacking the outer rail line the value of the lateral force applied to this wheel is governed not only by the frame force acting on the boxes and the inertia of the respective wheelset, but also by the friction value on the other wheel of the wheelset which is forced contrariwise, thus side-shifting the inner rail and causing additional track spreading. Operational experience witness that in terms of equal unbalanced accelerations’ values track disconsolidation and spreading are greater in the steep rather than in the smooth curves. This indicates the relevance of applying friction modifiers to the inner rails’ running surfaces. |
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| ISSN: | 2223-9731 2713-2560 |