scholarly journals Analysis for locomotive wheels' degradation

2014 ◽  
Author(s):  
Jing Lin ◽  
Julio Pulido ◽  
Matthias Asplund
Keyword(s):  
Locomotive Wheels

Experimental study on the relationship between the friction coefficient and interference in locomotive axle press-fitting

2021 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Ting Wang ◽  
Hanfei Guo ◽  
Jianjun Qiao ◽  
Xiaoxue Liu ◽  
Zhixin Fan
Keyword(s):  
Friction Coefficient ◽  
Coefficient Of Friction ◽  
Friction Pair ◽  
Rolling Stock ◽  
Content Type ◽  
Press Fitting ◽  
The Press ◽  
The Coefficient Of Friction ◽  
The Relationship ◽  
Locomotive Wheels

PurposeTo address the lack of data in this field and determine the relationship between the coefficient of friction and the interference between locomotive wheels and axles, this study evaluates the theoretical relationship between the coefficient of friction and the interference under elastic deformation.Design/methodology/approachWhen using numerical analyses to study the mechanical state of the contacting components of the wheels and axle, the interference between the axle parts and the coefficient of friction between the axle parts are two important influencing factors. Currently, as the range of the coefficient of friction between the wheel and axle in interference remains unknown, it is generally considered that the coefficient of friction is only related to the materials of the friction pair; the relationship between the interference and the coefficient of friction is often neglected.FindingsA total of 520 press-fitting experiments were conducted for 130 sets of wheels and axles of the HXD2 locomotive with 4 types of interferences, in order to obtain the relationship between the coefficient of friction between the locomotive wheel and axle and the amount of interference. These results are expected to serve as a reference for selecting the coefficient of friction when designing axle structures with the rolling stock, research on the press-fitting process and evaluations of the fatigue life.Originality/valueThe study provides a basis for the selection of friction coefficient and interference amount in the design of locomotive wheels and axles.

Experimental Investigation of Contact Stresses Between a U.S. Locomotive Wheel and Rail

1983 ◽  
Vol 105 (2) ◽  
pp. 64-70 ◽  
Author(s):  
S. Kumar ◽  
Y. S. Adenwala ◽  
B. R. Rajkumar
Keyword(s):  
Experimental Data ◽  
Experimental Study ◽  
Experimental Investigation ◽  
Contact Stress ◽  
Contact Stresses ◽  
Laboratory Simulation ◽  
Poor Agreement ◽  
Real Contact ◽  
Freight Car ◽  
Locomotive Wheels

An experimental study of the real contact stresses for U.S. locomotives and rails including the effects of plasticity and wear has been performed under laboratory Hertzian simulation using the IIT-GMEMD wheel-rail simulation facility. Experiments were performed under both traction and braking conditions to account for differences observed earlier in the two modes. Wheel/rail tests were conducted using adhesion coefficients of 0.02, 0.15, and 0.25. Average contact stresses for various stages of wear were determined by measuring the contact areas. A synthesis of all the data generated showed that for operation of purely tractive wheels of a typical U.S. locomotive on a rail, the stabilized average contact stress ranges from approximately 100 to 25 ksi as the continuous operating adhesion coefficient ranges from 0 to 0.25. In order to determine the contact stresses for locomotives under field conditions, measurements of contact stresses were made on three different locomotives with wheels of different degrees of wear. Contact stresses for locomotives were found to be higher than stabilized contact stresses established by laboratory simulation tests. The locomotive wheel contact stresses were found to be closer to freight car wheel stabilized contact stresses established in an earlier study than for the laboratory locomotive simulation. It is suggested that this is due to the fact that 20 to 50 times as many cars operate on the same rails as do locomotives. On the basis of these experiments it is recommended that for U.S. locomotive wheels an average stabilized contact stress of approximately 65 ksi rather than the current 138 ksi would be quite stable. Profile and dynamic stability should be achieved simultaneously in such an approach. Currently available 2-D theories have been used to compare the experimental data showing poor agreement and reasons for discrepancy.

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