Estimating influence of rail profile shape on lateral wear of rail and wheel after grinding of 60E1 and R65 rails
2020
Ivanovs, V., Riga Technical Univ. (Latvia) | Gavrilovs, P., Riga Technical Univ. (Latvia) | Boiko, A., Riga Technical Univ. (Latvia) | Vaicis, I., Riga Technical Univ. (Latvia)
The problem of lateral wear intensity for rails and wheels has not been resolved at the present, despite many studies in this area. This article aims to provide evidence of the influence of rail head profile after grinding on the lateral wear of interacting surfaces of rail and wheel in curves and straight sections of 1520 mm track for Latvian Railways. The article suggests the method of creation of asymmetric repair profiles for rail grinding taking into account the shape of wear for wheel profile. For this purpose, statistical data were collected on the most typical form of wear for wheel profiles of railcars on the Latvian Railway. Asymmetrical profiles for rail grinding have been developed and the basic primary grinding angles for straight and curved sections of the track have been defined by means of geometric modelling. As a result, the contact points of rolling surface of wheels were shifted to the centre of the curve. The difference in wheel radii reached 5.6 mm in one wheel pair, and the fitting of wheel pairs was improved by 4 times. At the final stage of the study, the corrective profiles for grinding the rail head were developed utilizing SolidWorks Simulation, taking into account the most typical wear of the wheel profile, which increased the contact areas and as a result reduced the stresses up to 18 % on the outer rail in the curve with a radius of 800 m. As a result, for the outer rail, part of the load shifts from the wear zone of the wheel flange to the root of the wheel flange. For safety reasons, the stability coefficient of a worn wheel profile for the Latvian Railways with a flange angle of 66.8º was calculated in accordance with the rolling mode along developed asymmetric rail profiles. The calculated wheel stability reserve against derailing has a significant reserve. As an alternative to grinding, it was proposed to reduce the tilting of the outer rail and increase the tilting of the inner rail in curves.
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