Full-scale testing of low adhesion effects with small amounts of water in the wheel/rail interface

Low adhesion in the wheel/rail contact can be caused by small amounts of water combining with iron oxides. This happens in light rain or at dew point. In small-scale tests, ultra-low adhesion (≤0.05) has not been maintained. The aim here was to see if the mechanism could be realized at a larger scale. Sustained ultra-low adhesion was achieved when water was applied constantly to the wheel/rail contact at a rate of 25μL/s. In these conditions wear debris and oxide was clearly visible in the contact band. Creep force data has been generated that can now be used to inform wheel/rail contact models and multi-body dynamics simulations of train behaviour with a view to developing mitigation

Assessing the impact of small amounts of water and iron oxides on adhesion in the wheel/rail interface using High Pressure Torsion testing

A new High Pressure Torsion (HPT) set-up has been developed for assessing the effect of third body materials in the wheel/rail interface in a representative and controlled manner. In this study the technique has been used to investigate the effect of small amounts of water and iron oxides mixtures when subjected to different contact pressures. HPT tests showed reduction in adhesion relative to a dry contact when testing with small amounts of water and/or oxides, however sustained low adhesion (μ<0.05) was not produced. To aid interpretation of the results a model has been developed to explore the behavior encountered when testing with water and iron oxide mixtures. The model relates the shear properties of water and oxide mixtures (with increasing solid content) to a predicted adhesion. The model shows a narrow window of water to oxide fraction is required for reduced adhesion, particularly on rough surfaces, and this correlates with the behavior observed

Modelling of frictional conditions in the wheel–rail interface due to application of top‐of‐rail products

The coefficient of friction between a wheel tread and the top of the rail should be maintained at intermediate levels to limit frictional tangential contact forces. This can be achieved by applying top-of-rail products. Reducing the coefficient of friction to intermediate levels reduces energy consumption and fuel costs, as well as damage to the wheel and rail surfaces, such as, e.g., wear, rolling contact fatigue, and corrugation. This work describes a simulation model that predicts the evolution of the coefficient of friction as a function of the number of wheel passes and the distance from the application site for wayside application of top-of-rail products. The model considers the interplay of three mechanisms, namely the pick-up of product by the wheel at the application site, the repeated transfer of the product between the wheel and rail surfaces, and the product consumption. The model has been parameterized with data from small-scale twin disc rig experiments and full-scale wheel–rail rig experiments. Systematic investigations of the model behaviour for a railway operating scenario show that all three mechanisms may limit the achievable carry-on distance of the product. The developed simulation model assists in understanding the interplay of the mechanisms that govern the evolution of the coefficient of friction in the field. It may aid in finding optimal product application strategies with respect to application position, application amount, and application pattern depending on specific railway operating conditions

Stability of optical elements in the NIF target area building

The Target Area Building (TAB) of the National Ignition Facility (NIF) is 300 feet long, 100 feet wide, and 100 feet tall and is comprised of a cylindrical target building and two switchyard space frames. The reinforced concrete target building houses the target chamber, target positioner, turning mirrors, final optics assemblies, and diagnostics, while the steel switchyard space frames support turning mirrors and diagnostic equipment. Within the TAB, the 192 independent laser beams of the NIF laser system are required to be accurately positioned. In order to satisfy the engineering system requirement for optical system positioning (stability on target), the TAB must provide a stable platform for optical elements before and during a shot. This paper summarizes the stability analyses that were performed in support of the TAB and optical system design. Sources that influence optic stability are structural excitations, such as ambient and wind induced vibrations, and thermal transients, such as diurnal and HVAC temperature changes. A positioning error budget has been developed for the NIF project for use in the design and evaluation of structures which support optical elements. To satisfy the error budget requirements, vibrational stability will be achieved through a combination of facility design, optic support structure design, and passive damping. Thermal stability will be accomplished by using high thermal-mass concrete structures, conditioned air flow, and a reduction of heat sources. Finite element analysis has been used to evaluate the design of the TAB and optical support structures. A detailed structural model of the TAB that includes the target positioner, target chamber, turning mirrors, and diagnostics, has been used for stability evaluations. Finite element analyses covering ambient ground vibration, thermal loads, pressure fluctuations, and wind excitations have demonstrated that the current design of the TAB provides a stable platform for maintaining beam alignment

Improved modelling of trains braking under low adhesion conditions

Predicting the behaviour of trains when braking under low adhesion conditions presents considerable challenges. This paper describes an approach to the problem using a model of the full train braking system known as LABRADOR (Low Adhesion Braking Dynamic Optimization for Rolling Stock) and an improved method for representing the creep force–creepage behaviour when low adhesion is presently known as WILAC (Water Induced Low Adhesion Creep Force Model). The development of these models and their integration are summarized and a number of test cases are presented to demonstrate the improvements which can be gained from this approach. A number of suggestions are made for future enhancements with the aim of providing brake engineers and systems integrators with reliable simulation tools for optimizing train braking performance when low adhesion is present

A new approach for modelling mild and severe wear in wheel-rail contacts

This paper presents a new approach for modelling the wear in wheel-rail contacts for a wide range of test and contact conditions (material pairing, load, creep, lubrication etc.) in the mild and severe wear regimes with one set of model coefficients. The approach is based on a detailed analysis of 56 Twin-Disc experiments in combination with existing knowledge from the literature. The model considers the thickness of the damaged layer caused by severe plastic shear deformations in the near-surface layer of wheel or rail and the maximum shear stress in the contact as the main influencing factors responsible for the observed wear behaviour. In this way, a much better prediction quality can be reached for varying test and contact conditions compared to the state of the art energy dissipation or sliding based approaches. The model includes a low number of model coefficients which are independent of test and contact conditions

CASKS (Computer Analysis of Storage casKS): A microcomputer based analysis system for storage cask design review. User`s manual to Version 1b (including program reference)

CASKS (Computer Analysis of Storage casKS) is a microcomputer-based system of computer programs and databases developed at the Lawrence Livermore National Laboratory (LLNL) for evaluating safety analysis reports on spent-fuel storage casks. The bulk of the complete program and this user`s manual are based upon the SCANS (Shipping Cask ANalysis System) program previously developed at LLNL. A number of enhancements and improvements were added to the original SCANS program to meet requirements unique to storage casks. CASKS is an easy-to-use system that calculates global response of storage casks to impact loads, pressure loads and thermal conditions. This provides reviewers with a tool for an independent check on analyses submitted by licensees. CASKS is based on microcomputers compatible with the IBM-PC family of computers. The system is composed of a series of menus, input programs, cask analysis programs, and output display programs. All data is entered through fill-in-the-blank input screens that contain descriptive data requests

Studying the transfer mechanisms of water based top-of-rail products in a wheel/rail interaction

The railway industry uses top-of-rail products to control and manage the friction in the wheel/rail interface to help ensure efficient train operations and reduce wheel and rail damage. A product is typically applied from a wayside applicator that pumps a puddle onto the rail head where a passing wheel will pick it up and then transfer it down the track. The aim of this study was to study the transfer mechanisms of water-based top-of-rail friction modifiers (TOR-FMs) and how they are linked to the friction conditions in the wheel/rail interface. The transfer mechanisms were split into three parts: pick-up, carry-on and consumption. Pick-up looks at how the product transfers from the puddle on the rail to a wheel tread, whereas the carry-on mechanism relates to the product transfer back to the wheel. Consumption focuses on the removal rate of the product layer from the wheel or rail. A full-scale rig and twin disc machine were chosen to perform the tests because each rig could give different insights into understanding the product transfer mechanisms. Two products were tested of similar formulation. Results show that there are differences in the transfer and friction between the two products despite them being relatively similar. The test methods developed can clearly resolve differences between varying product types, which could be useful for product development studies or approvals work. The outcomes could also be used to develop a model of transfer/consumption

Wheel-rail creep force model for predicting water induced low adhesion phenomena

A computationally efficient engineering model to predict adhesion in rolling contact in the presence of water is presented which may be implemented in multibody dynamics software or in braking models to study train performance and braking strategies. This model has been developed in a project funded by the Rail Safety and Standards Board (RSSB) and Network Rail. It is referred to as the water-induced low adhesion creep force (WILAC) model. The model covers a wide range of conditions from dry over damp to wet. Special emphasis is put on little amounts of water which can cause low adhesion without any oil or grease. Such conditions may be encountered in humid weather or at the onset of rain. The model is parameterised based on experimental results from a tram wheel test rig. Adhesion values as low as 0.06 are observed at high creep with only wear debris and little water present in the contact. The model results also agree with experimental data from locomotive tests in dry and wet conditions