Influence of different factors on the value of the rail wear rate

Yurii Makarov; Roman Zaleskyi; Mykola Mykhalichenko

doi:10.14513/actatechjaur.00735

Authors

Yurii Makarov Railway Inspection Station PS-1 of the Branch of Railway Infrastructure Diagnostic Center Ukrzaliznytsia, JSC, Dnipro, 49038, Ukraine https://orcid.org/0009-0006-3869-2200
Roman Zaleskyi Railway Inspection Station PS-1 of the Branch of Railway Infrastructure Diagnostic Center Ukrzaliznytsia, JSC, Dnipro, 49038, Ukraine https://orcid.org/0009-0007-7345-6040
Mykola Mykhalichenko Railway Inspection Station PS-1 of the Branch of Railway Infrastructure Diagnostic Center Ukrzaliznytsia, JSC, Dnipro, 49038, Ukraine https://orcid.org/0009-0006-9138-7491

DOI:

https://doi.org/10.14513/actatechjaur.00735

Keywords:

rail wear, wheel set wear, rail joint irregularities

Abstract

The article deals with the study of the influence of train operating modes on the uphill and downhill sections with radii less than 450 m, as well as the influence of railway superstructure design in curved sections on the wear rate of rolling stock wheel flanges and rails. The aim of the research is to reduce the wear that occurs between the wheel flanges of the rolling stock and the rails. Rail joints have been found to be the main shock source in the dynamic interaction between the railway and the rolling stock. There is unstable motion within the transition curves and at the joints of the curved rail on the curved track sections. This is accompanied by abrupt lateral rail wear in the joint area between the trailing and facing rails in the direction of train movement. It has been found that reducing the weight of the trains leads to a reduction in intensive lateral rail wear on curved track sections and can reach the following percentages: in curves with a radius of up to 300 m: up to 33% uphill, up to 55% downhill; in curves with a radius of 300 m to 450 m: up to 32.9% uphill, up to 26.3% downhill; in curves with a radius of 450 m: up to 3.2% uphill, up to 17.6% downhill. On the uphill and downhill sections, reducing the height and adjusting to the speed limit in percentage gives a positive result from 4.7% to 53.59%.

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