USING A WHEEL PAIR WITH A COUNTER-FLANGE TO PREVENT DERAILMENT

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1 TRANSPORT PROBLEMS 207 Volume 2 Issue 2 PROBLEMY TRANSPORTU DOI: /tp Keywords: weel pair; two-flange weel; derailment; weel flange; railway trac Yuriy Iv. OSENIN*, Larysa DEGTYAREVA, Galyna OSENINA, Osana SERGIENKO Volodymyr Dal East Urainian National University 59-A Central av., Severodonets, 93400, Uraine Alesei CHESNOKOV State Budget Institution of Higer Education of te Moscow Region "University of Tecnology" 42 Gagarina, Korolev, Moscow region, 4070, Russia *Corresponding autor. osenin@ur.net USING A WHEEL PAIR WITH A COUNTER-FLANGE TO PREVENT DERAILMENT Summary. Te autors propose an engineering solution for a weel pair wit a counter-flange tat satisfies te existing standards of vertical and orizontal dynamics and te movement stability index. An improved profile of a rail weel wit a counter-flange is developed. It provides additional contact in te orizontal plane in te situation of transverse vibrations of te weel pair against te rail trac, adds to carriage stability and increases te weel s resistance to derailment wen passing a curved part of te tracs or wen rails deflect due to force interaction. Te weel pair profile is stabilized wit an additional running trac and counter-flange tat prevents derailment wen base flange of te weel rolls onto te woring surface of te rail or wen tere is a way spacer due to rail spring deformation. Te proposed design of te weel pair is covered by an Urainian utility model patent. Derailment avoidance is one of te main safety issues in te rail transportation of freigt [4]. According to te literature [see, for example, 4 6, 8 0], finding ways to reduce te number of derailment events is te ey tas of weel-rail interaction researc. Basic derailment scenarios include derailment due to weeling onto te rail and trac trusting, wen te railead is pressed out by one weel flange due to its spring decline and te oter weel falls off te oter rail [, 2,, 5]. Consequently, we need to create suc elements of trucs (or a weel-rail system) tat provide movement stability, exclude te possibility of a weel-flange rolling onto te railead and counteract derailment in te situation of spring rail deflection [3 7, 2, 3]. Te issue can be solved by introducing counter-flange weels, wic ave been used successfully and wit steady performance, suc as in bridge cranes [6, 7]. Unlie bridge cranes, owever, rail transportation presents its own unique callenges to using counter-flange weels: tat of passing trac switces and oter trac devices, wic constitute an obstacle for passing of te second weel flange. To mitigate tis, we need to create a weel were te top of te second flange is iger tan its rolling surface [6]. In tis case, trac switces and oter trac devices will not be an obstacle to te second flange as its igest point will be above rail (Fig. ). Te article provides teoretical grounds for te solution proposed. Te weel-pair design for a special-purpose rolling-stoc is covered by a utility model patent of Uraine [5, 6].

2 4 Yu. Iv. Osenin, L. Degtyareva, G. Osenina, O. Sergieno Fig.. Comparison of profiles of a standard solid-rolled weel and te proposed weel: solid-rolled weel profile (National State Standard ); proposed weel wit counter-flange; - inner solid-rolled flange of weel; 2 - main rolling profile; 3 - counter-flange; R, R 2, R 3, R 4 - curve radius in transition sections of curved surface tat connects counter-flange and weel; 4 - extra rolling profile Te proposed weel as two flanges: te main flange and te counter-flange. Te tops of te flanges are positioned on different orizontal planes, and te space between tem is equal (not sorter) tan te eigt of te flange. Te weel profile as tree conical parts corresponding to te main rolling profile (2), an extra rolling profile (4) and a transition profile, located between te R 2 and R 3 curving radii (interaction dynamics between te rail and te transition profile is beyond te scope of te present paper). Te counter-flange only contacts te external rail in case of derailment, wen a flange of one of te weels rolls onto te surface of te rail in a lateral direction and runs a distance equal to te widt of te rail. In tis case, te second flange will act as a force against derailment (fig. 2). By design, te first contact point of te weel is at te main rolling profile, wit te flange-rail being te secondary contact point. Fig. 2. Analytical model of weel pair tat as te weels wit counter-flange loaded wit static and dynamic components of forces: main profile of te weel; extra profile of te weel;

3 Using a weel pair wit a counter-flange to prevent derailment 5 Н side pressure on te weel tat guides (overruns); Н 2 component of frictional force; V, V 2 forces generated wen counter-flange contacts te rail; 2s distance between weel pair rolling circles; С T centrifugal force of inertia; Y forcing on te side of outside rail; R A, R B reactions of outside rail to weels; Q df and Q df2 dynamic vertical force acting on te nec of axle; F p force acting from te frame; b alf te distance between te axles of spring groupings of te car; а distance between weel flanges of te weel pair. Having an additional counter-flange at te conical part of te weel provides an extra contact point between te weel pair and te rail, wic is modeled as a spring contact wit a spring element, te latter being used because of te fact tat tis contact is transitory and appens to be for a sort wile. Te ingoing weel will ave one contact point wit te rail, wereas te non-ingoing weel will ave two contact points: at te rolling surface and on te outside at te external flange. Te first contact point will be at te rolling surface of te weel and te weel-rail interaction force at tis point ( P ) will sow no specific features. Moreover, due to a small taper of te rolling surface of te weel, we may consider tat te force P (fig. 3) acts true-vertical. In te second contact point, tat is, at te cam surface of te external flange, tere is a force generated, wic prevents furter movement of te weel pair to te rigt ( P 2 ). Tis force includes two components: lateral ( P 2 y ) and vertical ( P 2 z ). Fig. 3. Contact forces acting on te weel at two contact points: P - weel-rail interaction force; P 2 - counterforce to weel movement Forces Р and Р 2 and loading Q acting on te weel are in quasi-static equilibrium.

4 6 Yu. Iv. Osenin, L. Degtyareva, G. Osenina, O. Sergieno Q P2 P = µ f ( µ f sin β + cos β ) = sin β + cos β = µ f + sin β + cos β + ( Q sinβ + µ f α ) + ( µ f cos β sin β ) µ P f P = 2 x x f sin β + ( µ f α + µ f cos β sin β ) cos β x α + µ P f sinβ + µ f y y cos β P sin β α () (2) were f xi and f normalized sliding forces; yi β angle of te conical part of extra profile; β slope angle of te additional flange to orizontal plane; Q vertical loading of te weel Fig. 4 presents mutual positions of te weel and rail in te normal state in one-point contact at te tread circle of te weel. Te contact point of te weel and rail at te tread circle is indicated by a spot. As we can see from te considered figure, te weel witout te additional flange is moved about 6 mm in te lateral direction wen moving in a curved line, assuming te position relatively to te rail presented in fig. 5. Fig. 4. Mutual positions of weel and rail in normal state at te tread circle Fig. 5. Position of te weel witout te additional flange relatively to te rail wen maximal side assignment Te contact point in a standard rolling circle is sown in figure and te new point of contact between te weel flange and te side surface of te rail in figure 2. Referring to te figure, we can see ow te left weel is in critical state and derailment is almost unavoidable. In a similar situation, wen te maximum value of te lateral motion is appr. 0 mm, weels wit additional flanges will tae te position relative to te rail as presented in figure 6. At a glance, te difference between lateral motions in tese situations is not tat great. Yet, wen te weel is equipped wit an additional flange, te weel pair is in a less azardous situation. Te contact is at te point (spot 2 at Fig. 6) tat is located on te side surface of te rail, wic is a safeguard against complete derailment.

5 Using a weel pair wit a counter-flange to prevent derailment 7 Fig. 6. Position of te weel equipped wit te additional flange relative to te rail at maximum lateral motion Te effects of force interaction can be powered down due to structural measures tat mae it possible to create alterations to te weel pair design. Suc alterations of traditional weel pairs create a special-profile rolling surface and reac te lateral forces of interaction allowing tracs to increase stability and prevent derailment. CONCLUSIONS Te autors ave proposed a weel pair tat as te additional running trac and counter-flange to provide an additional contact point in te orizontal plane in a situation of lateral vibrations of te weel pair relative to te trac, to ensure stability and increase te resistance against derailment wen passing a curved part of te rail or in case of spring deflection of te rail as a result of force interaction. Te design of te weel pair wit an additional counter-flange is covered by te Urainian utility model patent. Providing stable weel movement on te rail requires taing into account interdependence of geometrical, frictional and dynamic parameters of te weel-rail interaction at te stage of design. It is necessary to tae into consideration redistribution of te forces due to te presence of weels wit a counter-flange in addition to te classic distribution of forces in te weel-rail contact zone. Implementation of te proposed weel pair tat as a counter-flange to te special-purpose rolling stoc will improve safety of movement and carriage integrity, and provide positive social and economic effects by decreasing te number of transportation incidents and emergencies. References. Євдомаха, Г.В. & Михайленко, В.М. & Оптовець, С.П. Способи автоматичного гальмування при сході вагонів з рейок. Залізничний транспорт України No. 3. P [In Urainian: Yevdomaa, H.V. & Myaileno, V.M. & Optovets, S.P. Automatic Braing Metods in te Case of Derailment. Railway Transport of Uraine]. 2. Фуфрянский, Н.А. & Бевзенко, А.Н. Развитие локомотивной тяги. Москва: Транспорт p. [In Russian: Fufriansii, N.A. & Bevzeno, A.N. Locomotive Traction Development. Moscow: Transport].

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