Factors affecting the force between wheels and rail
The wheel and rails are usually in contact and able to generate different forces. The magnitude of these forces is based on different factors. Some of the key factors which determine the amount of force between the wheels and rail include the acceleration of the wheel and also the weight imposed. The major aim of this project is to investigate the amount of force which is generated between the wheel and rail when the rail vehicle is accelerating. When the wheels are accelerating on the rail, they generate different magnitude of force (Mao,& Guo, 2009). The change on the acceleration rate is assumed to result to the change of the force between the wheel contact to the rail. This project will basically try to estimate the contact forces which are available between the wheels and rail through the use of the acceleration of the rail vehicle. To enhance the safety measures, European regulators have been able to specify the different levels of acceleration which the rail vehicle must be able to maintain. Through the acceleration specification, they are able to control the contact forces and grip which the rail and wheel are able to have. Nevertheless, the standards do not have any defined method through which these forces are able to be measured. As mentioned earlier, this paper will therefore be able to try to estimate the amount of forces which are between the wheel and the rail when the rail vehicle is accelerating.
The major objective of this paper will be to estimate the forces which are present between the wheel and rail of a rail vehicle when the vehicle is accelerating. The paper will use the acceleration change to try to determine the change in forces and find the level of force available. Therefore, the project will be able to determine the changes in acceleration first. Then the rail vehicle acceleration will be essential in estimation of the forces between the wheel and the rail.
The safety and stability of the any moving object is able to depend on the contact forces between the wheel and the surface. Similarly, for the rail vehicle, the safety is as well depended on the force interactions between the wheel and rail. The acceleration of the rail vehicle is able to interfere with the forces between the wheel and rail. Therefore, in order to determine the forces of interaction between the wheel and the rail, the acceleration of the vehicle can be used (Xia, Cole, & Wolfs, 2008). The acceleration of the rail vehicle is easily determined through the placing of sensors at different locations or the use of transducer. The measurement of the contact forces between the wheel and rail is an important factor which is likely to enhance the safety of the wheel vehicle. Different regulators have relied on the forces at these areas to ensure that the wagons are safe (Charles, Goodall and Dixon, 2008). The lack of appropriate method of measuring the forces makes it hard for them to enhance the safety measures for the wagons. Therefore, it is important to come up with an appropriate method of measuring the forces. This means that the safety of the wagons can be checked when in motion through monitoring of the acceleration levels (Zhu, Xiao, & Yang, 2013). This is an important information which will be utilized by the rail safety regulators. They will be able to monitor the safety of the wagons through the acceleration rates. In addition, the operators of the rail vehicles will be also a major beneficiary of this project. The operators will be able to know the safety of the wagons they are operation through the acceleration rate.
Objectives of the project
When accelerating, the objects are able to generate different magnitude of forces between the wheels and the surfaces. Measuring the forces at the contact forces has been a challenges (Xia, Cole, & Wolfs, 2008). Nevertheless, knowing the acceleration of the rail vehicle can be used to determine the magnitude of the forces between the rail and the wheel and thus help in improving the safety of the moving wagons. Transducers can be easily used to determine the acceleration level of the wagons. First, the acceleration of the wagon is measured (Luber, 2009). The forces on the side frames of the wagon can be then calculated through the use of the predetermined body parameters of the wagon. In addition, based on the acceleration level, the forces on the wheels of the rail vehicle can also be determined through the use of the predetermined parameters of the wagon body (Uhl, Mendrok, & Chudzikiewicz, 2010). Basing on the forces on the wheel and the force on the side frames, the interacting force between the wheels and the rail can therefore be known. The inverse model of the wagon system is an essential tool which is used in the calculation part of the forces in this project.
First, through the use of transducers, the acceleration rate of the rail vehicle is found. The mass is another critical factor which is predetermined in this project (Sun, Cole, & Boyd, 2011). Vertical and lateral forces are the major key outputs which are expected at the wheel-rail interaction section. These forces are critical in the definition of the wagon stability status. The forces as mention are related to the acceleration rate which the wagon is able to maintain. Lateral and vertical forces are able to enhance the grip of the wheels to the ground (Sun, Cole, & McClanachan, 2010). Acceleration is a perfect way to determine the force which will result to the stability issues of the wheels and the rail. The following equations can be used to determine the contact force between the wheels and the rail.
moao+Co(?o−?w)+Ko(zo−zw)+FDf=0
mw{umlaut over (z)}w+Cw(?w−{dot over (v)}r)+Kw(zw−vr)=−moao
Moreover, the following flow chart is able to represent the flow formula and procedure under which this project can be carried out in order to estimate the contact forces between the wheels and the rail using the acceleration of the rail vehicle (Salvatore & Mario, 2018).
The major stakeholders who are likely to applause the benefit of this estimation is the rail operators. They will be able to determine the amount of acceleration which they can maintain to ensure that are aware of the maximum acceleration which they can be able to maintain (Gabriele Egidio Stefano Marco Pietro & Francesco, 2016). In addition, the wagon manufacturers will be able a major beneficiary of this determination. They will be able to balance the wagon weight and force with the maximum acceleration which the wagon can maintain to enhance the safety of the wagons.
Importance of estimating the contact forces
The project is doable. The predetermined parameters of the wagons will be used together with the acceleration of the wagon. The major constraint to the project is the determination of conversion and calculations which are involved in the calculation of the forces between the wheel and rails.
Conclusion
In conclusion, it is clear that the estimation of the wheel- rail contact forces can be done through the use of the acceleration of the rail vehicle. The key information which will be required include the predetermined wheel vehicle factors and sizes. These will help in calculation of key forces which will aid in the determination of the forces. Moreover, it is clear that many of the rail sectors will be able to benefit from this estimation. From the manufacturers to the wagon operators, all will be able to use this information in enhancing the safety of the wagons. Generally, the information of the estimation will be important in enhancing the overall safety of the rail sector.
References
Zhu, T, Xiao, S, & Yang, G. (2013). An inverse dynamics method for railway vehicle systems. Transport ; 29: 107–114. DOI: 10.3846/16484142.2013.789979.
Xia, F, Cole, C, & Wolfs, P. (2008). Grey box-based inverse wagon model to predict wheel–rail contact forces from measured wagon body responses. Vehicle Syst Dyn ; 46: 469–479.
Luber, B. (2009). Railway track quality assessment method based on vehicle system identification. e i Elektrotechn Inftech ; 126: 180–185.
Uhl, T, Mendrok, K, & Chudzikiewicz, A. (2010). Rail track and rail vehicle intelligent monitoring system. Arch Transport ; XXII: 495–510.
Sun, YQ, Cole, C, & Boyd, P. (2011). A numerical method using VAMPIRE modelling for prediction of turnout curve wheel–rail wear. Wear ; 271: 482–491.
Sun, YQ, Cole, C, & McClanachan, M. (2010). The calculation of wheel impact force due to the interaction between vehicle and a turnout. Proc IME F J Rail Rapid Transit 224: 391–403.
Gabriele C., Egidio D. G., Stefano B., Marco B., Pietro C., & Francesco B. (February 2016). A new approach for the evaluation and the improvement of the metrological characteristics of an instrumented wheelset for the measure of wheel–rail contact forces. Retrieved from: https://doi.org/10.1177/0954409716631785
Charles G, Goodall R and Dixon R (2008) Model-based condition monitoring at the wheel-rail interface Vehicle System Dynamics 46 (sup1) 415–430
Xia, F, Cole, C, & Wolfs, P. (September 2008). Wheel rail contact forces prediction and validation with field tests. In: Conference on railway engineering, Perth, WA, Australia, 7–10, pp.73–82. Perth, Australia: Railway Technical Society of Australasia.
Mao, YM, & Guo, XL. (June 2009). Experiment study on dynamic force identification by a parameter estimation method. In: Proceedings of the SEM annual conference, Albuquerque, NM, 1–4. Bethel, CT: Society for Experimental Mechanics, Inc.
Salvatore S. & MarioT. (may 2018). On the real-time estimation of the wheel-rail contact force by means of a new nonlinear estimator design model. Department of Industrial Engineering, University of Naples Federico II, Italy. Vol. 105. Pages 391-403
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