Rin-in comb wheels of the wheel pair of the car when moving on a curve section of the path

Djabbarov, Shukhrat; Abdirakhmanov, Jamshid; Abdullaev, Bakhrom; Namozov, Sokhib; Yuldoshov, Rustam; Ergasheva, Vasila · 2023 · Crossref

DOI: 10.1051/e3sconf/202338905048

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Summary

This paper addresses the problem of constructing accurate computational models for the stability of wagon wheelsets when moving along curved track sections. The authors argue that existing models in railway transport science suffer from physical inaccuracies, such as incorrectly treating rail threads as bond reactions or failing to account for the specific forces acting on the wheelset. They emphasize that previous studies often overlook how load placement (symmetric or asymmetric) and cargo attachment affect wheelset stability. The primary motivation is to develop a mathematically correct model based on classical theoretical mechanics to describe the process of a wheel rolling onto the outer rail thread (thrust rail) during curve navigation. The study employs classical provisions of theoretical mechanics, including the principle of release from bonds, the moment of a pair of forces, and the axiom of transferring forces along their line of action. The authors explicitly reject the use of "normal inertia force" ($I_n$) or centrifugal force as physical entities acting on the body, arguing these are merely mathematical components used to account for acceleration in absolute motion. Instead, they define a "frame force" ($F_p$) equivalent to transverse forces ($F_y$), which includes forces from track unevenness, aerodynamic drag, and load weight components. The methodology involves constructing four variations of equivalent calculation models by freeing the wheelset from rail constraints and replacing them with bond reactions ($R_1, R_2$). These reactions are decomposed into normal ($N_1, N_2$) and tangential friction components ($F_{\tau1}, F_{\tau2}$). Specific geometric parameters for freight cars are used, such as a wheel radius of 0.475 m and a rail head contact angle of 60 degrees. The results present detailed equivalent design models that allow for the determination of wheel stability on the rail. The authors demonstrate that by bringing systems of forces to specific reduction points or transferring forces along their lines of action, one can derive concentrated bending moments and equivalent force systems. The study concludes that to accurately determine unknown rail reactions, one must compose equilibrium equations for a plane system of forces or moment equations relative to arbitrary points. The authors note that results derived from projection equations may vary due to unaccounted force arms, and thus recommend using the method where the condition $N_1 > N_2$ is met to validate the normal coupling reactions. The significance of this work lies in providing a physically justified framework for analyzing wheel-rail interaction, correcting misconceptions regarding inertia forces in previous literature. The constructed models offer a rigorous mathematical description of wheelset rolling behavior on curves. The authors suggest that this approach can be extended to build computational models for track stability against transverse shifts under train loads, contributing to more accurate safety assessments in railway transport engineering.

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• road geometry