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The 12th International Conference Interdisciplinarity in Engineering

The 12th International Conference Interdisciplinarity in Engineering

Rail-wheel
Rail-wheel Interaction
Interaction and
and Its
Its Influence
Influence on
on Rail
Rail and
and Wheels
Wheels Wear
Wear
Manufacturing Engineeringa,Society International
a Conference 2017, MESIC
a 2017, 28-30
a June
Madalina Ciotlaus a, *, Gavril Kolloa, Vladimir Marusceaca, Zsolt Orbana
Madalina Ciotlaus *, Gavril Kollo , Vladimir Marusceac , Zsolt Orban
2017, Vigo (Pontevedra),
0F

0F
Spain
a
a
Technical University of Cluj-Napoca, 28 Memorandumului Street, 400114, Cluj-Napoca, Romania
Technical University of Cluj-Napoca, 28 Memorandumului Street, 400114, Cluj-Napoca, Romania
Costing models for capacity optimization in Industry 4.0: Trade-off
Abstract
between used capacity and operational efficiency
Abstract
Railway superstructure and the A.rolling
Santana a
, P.a Afonso
stock form a,*
, A. Zanin
complex mechanical system. , R. Wernkeb between the rolling stock
b Due to the interaction
Railway superstructure and the rolling stock form a complex mechanical system. Due to the interaction between the rolling stock
and the rail, wears occur, both at the wheel profile, as on the rail. This wears generate interaction forces that accelerates the
and the rail, wears occur, both at the wheel profile,
University as on 4800-058
the rail. Guimarães,
This wearsPortugal
generate interaction forces that accelerates the
leadsoftoMinho,
a
railway track deterioration. This phenomenon expensive maintenance works both on rails as on rolling stock wheels. The
railway track deterioration. This phenomenon b leads to expensive maintenance works both on rails as on rolling stock wheels. The
Unochapecó, 89809-000 Chapecó, SC, Brazil
purpose of the paper is to investigate the relationship between rail and rolling stock wheels wear, both of them being connected in
purpose of the paper is to investigate the relationship between rail and rolling stock wheels wear, both of them being connected in
the railway maintenance plan, rail safety and noise propagation. Wheel wear can be dangerous especially in low temperature
the railway maintenance plan, rail safety and noise propagation. Wheel wear can be dangerous especially in low temperature
season when, connected with the rail wear; it can produce rail cracks with dangerous effects on the traffic safety. It is essential to
season when, connected with the rail wear; it can produce rail cracks with dangerous effects on the traffic safety. It is essential to
identify a crack from the initiation phase and the point where it becomes a dangerous point under traffic loads.
Abstract
identify a crack from the initiation phase and the point where it becomes a dangerous point under traffic loads.
© 2018 The Authors. Published by Elsevier Ltd.
© 2019 The Authors.
Under
© 2018 the concept Published
The Authors. of "Industry
Published
by Elsevier
4.0", Ltd.
by Elsevier production processes will be pushed to be increasingly interconnected,
Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
This is an open
information access article under the CC BY-NC-ND licensemuch
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility ofnecessarily,
based on a real time basis and, the 12th International more efficient.
Conference In this context,
Interdisciplinarity capacity optimization
in Engineering.
Selection
goes and peer-review
beyond the traditionalunder
aim responsibility
of capacityof the 12th International
maximization, Conference
contributing Interdisciplinarity
also for organization’sinprofitability
Engineering.and value.
Indeed,
Keywords:lean management
Rail cracks; rail defects;and continuous
fatigue crack growth;improvement approaches suggest capacity optimization instead of
rail wheel interaction.
Keywords: Rail cracks; rail defects; fatigue crack growth; rail wheel interaction.
maximization. The study of capacity optimization and costing models is an important research topic that deserves
contributions from both the practical and theoretical perspectives. This paper presents and discusses a mathematical
1. Overview
model for capacity management based on different costing models (ABC and TDABC). A generic model has been
1. Overview
developed and it was used to analyze idle capacity and to design strategies towards the maximization of organization’s
There
value. Theare two sources
trade-off capacity of maximization
residual stresses in the rail:efficiency
vs operational manufacturing process and
is highlighted and stresses resulted
it is shown by train
that capacity
There are two sources of residual stresses in the rail: manufacturing process and stresses resulted by train
passages. Themight
optimization mosthide
destructive is the
operational rail contact fatigue crack, as the residual stresses have the effect of modifying
inefficiency.
passages. The most destructive is the rail contact fatigue crack, as the residual stresses have the effect of modifying
the2017
© growth and propagation
The Authors. Published crack inside
by Elsevier the rail. The most dangerous effects are the derailments, results of several
B.V.
the growth under
and propagation crack inside thecommittee
rail. Theofmost dangerous effects are the derailments, results of several
defects, such
Peer-review as impact loading
responsibility of on
the the location
scientific of rail fracture.
the Manufacturing Engineering Society International Conference
defects, such as impact loading on the location of rail fracture.
2017.
The paper studies rail deterioration and rail cracks based on 7 years reports and sets a connection between rail and
The paper studies rail deterioration and rail cracks based on 7 years reports and sets a connection between rail and
wheel defects taken into consideration the interaction forces that occur between the two elements, maintenance being
wheel defects
Keywords: taken ABC;
Cost Models; into consideration
TDABC; Capacity the interactionIdle
Management; forces thatOperational
Capacity; occur between the two elements, maintenance being
Efficiency
a key factor in rail crack prevention and rail wear degree.
a key factor in rail crack prevention and rail wear degree.

1. Introduction
* Corresponding author. Tel.: +4-0740-775-696.
* The
Corresponding
cost
E-mail author.
of idle
address: Tel.: +4-0740-775-696.
capacity is a fundamental information for companies and their management of extreme importance
[email protected]
E-mail address: [email protected]
in modern production systems. In general, it is defined as unused capacity or production potential and can be measured
in several©ways:
2351-9789 tons
2018 The of production,
Authors. available
Published by Elsevier Ltd.hours of manufacturing, etc. The management of the idle capacity
2351-9789
This © 2018
is anAfonso.
open The Authors.
access Published by Elsevier Ltd.
* Paulo
This is an and Tel.:article
openpeer-review
access article
under
+351 253
under
the761;
510 CC BY-NC-ND
the CC fax: +351 253license
BY-NC-ND
(https://creativecommons.org/licenses/by-nc-nd/4.0/)
604 741
license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection
E-mail address: under responsibility
[email protected] of the 12th International Conference Interdisciplinarity in Engineering.
Selection and peer-review under responsibility of the 12th International Conference Interdisciplinarity in Engineering.

2351-9789 © 2017 The Authors. Published by Elsevier B.V.

Peer-review
2351-9789 © under
2019responsibility
The Authors. of the scientificbycommittee
Published Elsevier of the Manufacturing Engineering Society International Conference 2017.
Ltd.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0/)
Selection and peer-review under responsibility of the 12th International Conference Interdisciplinarity in Engineering.
10.1016/j.promfg.2019.02.300
896 Madalina Ciotlaus et al. / Procedia Manufacturing 32 (2019) 895–900
2 Madalina Ciotlaus et al. / Procedia Manufacturing 00 (2018) 000–000

Identification of shallow-angle defects in rails is not easy to determine, even with the most advanced techniques.
Because of the accidents that can occur in case of rail cracks, the study of the mechanical integrity of rail and wheels
has a high importance. Numerous techniques have been used to detect rail defects, such as ultrasound, eddy current
inspection, magnetic particle inspection, radiography, magnetic induction or acoustic emissions [1]. The
consequences of wheel-rail contact as wear impact on traffic are not yet fully understood, as various mechanisms are
responsible for defects such as corrosion, inclusions, seams, creep, wear, shelling, transversal fissures, rolling
contact fatigue (squats, tongue lipping, head checking, false flange damage, wheel burns and spalling). [2] Parts of
the rail where this defects can occur: the head, web, foot, switchblades, welds or bolt holes, the majority of them are
located on the head of the rail.

Fig. 1. Schematic of rail defects [3].

2. Rail-wheel contact interaction

Rail-wheel interaction involves rolling and sliding, the contact surface between the two elements varies from one
position to another, resulting a sinuous movement on the horizontal plane with dynamic load on the rail due to the
centrifugal force or to the rolling stock movement. Studies so far conclude that the most dangerous effect is the
combination of rolling contact, fatigue and wear. [4] The point of contact is shifting to the gauge corner due to rail
radius change and the traction increase. With no sufficient maintenance, the rail profile suffer modifications and this
defects lead to higher rail-wheel contact forces and therefore to higher damage propagation.
The rail is subjected to longitudinal stresses (dominant stress), but also to contact and thermal stresses, shear
forces and local residual stresses that combined with dynamic loads, braking and steering forces results in a complex
degradative process both on the rail but on the wheel of the rolling stock.
All contact forces arise at the rail-wheel contact surface that depends on the rail and wheel geometries and can be
split into normal and tangential components as shown in figure 2. The normal force G is caused by axle load, the
lateral forces are associated with accelerations and take place due to track imperfections and curvature.
In figure 2 is presented the contact between rail and wheel with the contact forces that arrise. The condition for
the stability between rail and wheel is presented below, taking into consideration two limit positions due to the
sliding motion: the wheel flange is in contact with the rail tread in itis upper section and the second when the flange
is sliding towards the lower part of the rail tread.
The friction force Ff between the rail and the wheel can be determined using the friction coefficient f and the
vertical and horizontal forces that occur at rail-wheel contact, depending on the deviation angle α between the
running surface of the rail and wheel flange, as presented in the figure 2:

𝐹𝐹𝑓𝑓 = 𝑓𝑓[𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 ∝ +𝐻𝐻𝐻𝐻𝐻𝐻𝐻𝐻 ∝] (1)

If the wheel position, as a result of the sliding motion, moves towards the upper part of the rail, the friction force
has a positive value, on the second situation when the wheel is moving towards the lower part of the rail, the friction
force has a negative value, Ff has the opposite direction on the movement. In order that the wheel does not pass over
the rail head, the condition is:
 Madalina Ciotlaus et al. / Procedia Manufacturing 00 (2018) 000–000 3
Madalina Ciotlaus et al. / Procedia Manufacturing 32 (2019) 895–900 897

Fig. 2. Rail-wheel contact forces.

𝐻𝐻𝐻𝐻𝐻𝐻𝐻𝐻 ∝≤ 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 ∝ ± 𝐹𝐹𝑓𝑓 (2)

Thus, 𝐻𝐻𝐻𝐻𝐻𝐻𝐻𝐻 ∝≤ 𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 ∝ ±𝑓𝑓[𝐺𝐺𝐺𝐺𝐺𝐺𝐺𝐺 ∝ +𝐻𝐻𝐻𝐻𝐻𝐻𝐻𝐻 ∝] (3)

𝐻𝐻 𝑡𝑡𝑡𝑡∝±𝑓𝑓
≤ (4)
𝐺𝐺 1∓𝑓𝑓𝑓𝑓𝑓𝑓∝

where:
f – friction coefficient between rail and wheel:
f = 0,25 for dry rail
f = 0,15 for wet rail
The value H/G depends on the friction coefficient between rail and wheel f and on the deviation angle α that is
measured at the interior side of the wheel profile (fig. 3). Figure 3 shows that with the increase of the friction
coefficient f, the value for H/G is also increasing when the wheel is moving down on the rail and decreasing on the
opposite direction.

Fig. 3 Values for H/G for different friction coefficient values.

898 Madalina Ciotlaus et al. / Procedia Manufacturing 32 (2019) 895–900
4 Madalina Ciotlaus et al. / Procedia Manufacturing 00 (2018) 000–000

Table 1. Values for H/G depending on the friction coefficient f

Friction coefficient f Deviation angle α H/G for +/- case H/G for -/+ case
0,05 60° 1,951 1,548
0,10 60° 2,216 1,391
0,15 60° 2,543 1,255
0,20 60° 2,956 1,138
0,25 60° 3,496 1,034

Fig. 4. Values for H/G for different deviation angles.

Table 2. Values for H/G depending on the deviation angle α
Friction coefficient f Deviation angle α H/G for +/- case H/G for -/+ case
0,05 60° 1,951 1,548
0,05 62° 2,131 1,673
0,05 64° 2,340 1,814
0,05 66° 2,586 1,974
0,05 68° 2,882 2,158

Beside rail-wheel contact forces, in the rail exist residual stresses due to manufacturing process (roller
straightening and head hardening), rail welding and train passages. This stresses modify the growth rate and the
propagation path. Residual stresses can occur in any location of the rail section [5], [6]. The most common rail
defect found in Romanian railways lines is a consequence of manufacturing process.

3. Statistics for rail cracks

Table 3 presents the number of rail defects on 3 categories: type 70.2; 53.1 and 76.3, over a period of 7 years,
defects observed on only one Romanian district. The rail defects registered over a period of seven years are
presented in the Fig. 5.
According to the railway Instruction nr 306, the rail defects are classified over a three digits system:
- The first number represents defect type and position on the rail section
- The second number represents the main cause for the rail defect
- The third number indicates the defect position on the rail length [7].
The most common defects observed are:
- Defect type 70.2: horizontal split head; due to manufacturing process; outside the joint area
- Defect type 53.1: web defect; caused by low maintenance works, at the joint area
- Defect type 76.3: horizontal split head; caused by improper welding; in the welding area.
 Madalina Ciotlaus et al. / Procedia Manufacturing 32 (2019) 895–900 899
Madalina Ciotlaus et al. / Procedia Manufacturing 00 (2018) 000–000 5

Fig. 5. Rail defect statistics over a 7 years period for one district.

It can be observed the high number of rail cracks every year due to manufacturing processes and pour
maintenance works. On the rail lines with insufficient maintenance speed restrictions were imposed in order to limit
any possible accident.

Fig. 6. Rail defect caused by manufacturing process.

4. Conclusions

Any critical defect that can be found in a rail section affects the safety of the railway traffic. With continuous
improvements in rail manufacturing and maintenance works, still transverse fissure defects can be found along the
railway tracks due to improper surveillance and maintenance, all over existing rail superstructure in Romania. In
order to preserve the expected service life of rails and to detect most of rail imperfections and defects, some steps
have to be covered: railway track maintenance programs, rail defects investigation, periodical wear measurements
900 Madalina Ciotlaus et al. / Procedia Manufacturing 32 (2019) 895–900
6 Madalina Ciotlaus et al. / Procedia Manufacturing 00 (2018) 000–000

and mechanical deformations of the rail. The most dangerous effect in rail wear is the continuously changing
position for the rail-wheel contact, the deviation angle α being modified accordingly. As the deviation angle
increases, the value for the H/G increases also, approaching the limit for the case in which the wheel passes over the
rail head, causing derailments. In order to prevent accidents, rail inspection must be done periodically in close
relation with railway superstructure maintenance.

References

[1] K. Bruzelius, D. MBa, An initial investigation on the potential applicability of acoustic emission to rail track fault detection, NDT & E
International, Vol. 37, 7 (2004) 505-516.
[2] Rolling contact fatigue in rails; A guide to current understanding and practice, Railtrack Plc, 1 (2001).
[3] J. Y. Jeong, O. Orringer, Fatigue crack growth of surface cracks in the rail web, Theoretical and applied fracture mechanics, 12 (1989), 45-58.
[4] J. W. Ringsberg, Shear mode growth of short surface breaking RCF cracks, Wear, 25 (2005), 995-963.
[5] S. H. Mai, M. L. Nguyen-Tajan, Residual stresses in rails, SNCF Innovation and research (2014)
[6] Nordco Rail Services, Flaw defects identification Handbook
[7] Romanian railway Instruction 306 for identifying rail defects, Minister of Transports (1972).