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Effect of curving speed and mass of railway vehicle to the contact characteristic on curve track
Parwata I.M.a,b, Budiwantoro B.a, Brodjonegoro S.S.a, Wiratmaja Puja I.G.N.a
a Faculty of Mechanical and Aerospace Engineering, Institut Teknologi Bandung, Indonesia
b Department of Mechanical Engineering, Faculty of Engineering, Universitas Udayana, Kampus Bukit Jimbaran, Indonesia
[vc_row][vc_column][vc_row_inner][vc_column_inner][vc_separator css=”.vc_custom_1624529070653{padding-top: 30px !important;padding-bottom: 30px !important;}”][/vc_column_inner][/vc_row_inner][vc_row_inner layout=”boxed”][vc_column_inner width=”3/4″ css=”.vc_custom_1624695412187{border-right-width: 1px !important;border-right-color: #dddddd !important;border-right-style: solid !important;border-radius: 1px !important;}”][vc_empty_space][megatron_heading title=”Abstract” size=”size-sm” text_align=”text-left”][vc_column_text]The main problem in railway field is high wear rate due to increasing of the capacity needed. It will cause the reliability and availability of facilities and infrastructure to decrease, even increasing the derailment accident and operational cost. This wear is due to the high contact load that occurs on the interface of contact between wheel and rail. The highest wear rate occurred commonly at the curve track. This research examined the effect of curving speed and mass of vehicle to the normal forces, contact area and contact pressure on the contact path between wheel and rail. The effect would be investigated when the vehicle passed on the curve track. By using universal mechanism software, the simulations are presented. It is found that the wheel on the leading wheelset of front left bogie of vehicle receive the highest load. On the tread contact, increasing vehicle mass had more influence than increasing curving speed. Meanwhile, on the flange increasing curving speed gives greater influence than increasing vehicle mass. Copyright © 2011 Inderscience Enterprises Ltd.[/vc_column_text][vc_empty_space][vc_separator css=”.vc_custom_1624528584150{padding-top: 25px !important;padding-bottom: 25px !important;}”][vc_empty_space][megatron_heading title=”Author keywords” size=”size-sm” text_align=”text-left”][vc_column_text]Contact areas,Contact forces,Contact pressures,Railway vehicles,Wheel-rail contacts[/vc_column_text][vc_empty_space][vc_separator css=”.vc_custom_1624528584150{padding-top: 25px !important;padding-bottom: 25px !important;}”][vc_empty_space][megatron_heading title=”Indexed keywords” size=”size-sm” text_align=”text-left”][vc_column_text]Contact area,Contact force,Contact pressure,Railway vehicle,Wear,Wheel rail contact[/vc_column_text][vc_empty_space][vc_separator css=”.vc_custom_1624528584150{padding-top: 25px !important;padding-bottom: 25px !important;}”][vc_empty_space][megatron_heading title=”Funding details” size=”size-sm” text_align=”text-left”][vc_column_text][/vc_column_text][vc_empty_space][vc_separator css=”.vc_custom_1624528584150{padding-top: 25px !important;padding-bottom: 25px !important;}”][vc_empty_space][megatron_heading title=”DOI” size=”size-sm” text_align=”text-left”][vc_column_text]https://doi.org/10.1504/IJVSMT.2011.044228[/vc_column_text][/vc_column_inner][vc_column_inner width=”1/4″][vc_column_text]Widget Plumx[/vc_column_text][/vc_column_inner][/vc_row_inner][/vc_column][/vc_row][vc_row][vc_column][vc_separator css=”.vc_custom_1624528584150{padding-top: 25px !important;padding-bottom: 25px !important;}”][/vc_column][/vc_row]