Search Results (283)

Existing studies on the abrasive cutting process have primarily focused on the influence of cutting conditions on key parameters such as temperature, cut-off wheel wear, and machined surface quality. However, the choice of working conditions is often made based on the experience of qualified personnel or using data from reference sources. The literature also provides optimal values for the cutting mode elements, but these are only valid for specific methods and cutting conditions. This article proposes a new multi-objective optimization approach for determining the conditions for the implementation of the abrasive cutting process that leads to Pareto-optimal solutions for improving economic efficiency, evaluated by production rate and manufacturing net cost parameters. To demonstrate this approach, the elastic abrasive cutting process of structural steels C45 and 42Cr4 has been selected. Theoretical–experimental models for production rate and manufacturing net cost have been developed, reflecting the complex influence of the conditions of the elastic abrasive cutting process (compression force of the cut-off wheel on the workpiece and rotational frequency of the workpiece). Multi-objective compromise optimization based on a genetic algorithm has been conducted by applying two methods—the determination of a compromise optimal area for the conditions of the elastic abrasive cutting process and the generalized utility function method. Optimal conditions for the implementation of the elastic abrasive cutting process have been determined, ensuring the best combination of high production rate and low manufacturing net cost. Full article

Lubrication between the rail gauge face and wheel flange is necessary to improve vehicle performance and reduce component wear. One way to achieve this is to use a solid stick loaded against the wheel flange. This paper details twin-disc testing of eight stick products according to Annex H of EN 15427-2-1:2022 (previously Annex L of EN 16028:2012) and then describes a new assessment methodology using conditions more relevant to field application. EN 15427-2-1:2022 specifies a test involving the application of the product during wheel–rail specimen contact. Once a specified time has elapsed, product application ceases, and performance is assessed as the time taken for the friction coefficient to return to a nominal dry value. This is described as “retentivity”. In the new test, the product is applied whilst wheel and rail are out of contact, to allow the product to build up on the wheel, then the specimens are put into contact, under conditions representing 150 m of continuous, heavy flange contact; this process is repeated a set number of times. The new test showed that products that failed the current friction criteria successfully protect the wheel and rail from wear, which is ultimately the aim of the product application. Full article

To investigate how severe wear at No. 12 turnout frogs in an urban rail transit line operating at speeds over 120 km/h on the dynamic performance of the vehicle, a vehicle–frog coupled dynamic model was established by employing the 2021 version of SIMPACK software. Profiles of No. 12 alloy steel frogs and metro wheel rims were measured to simulate wheel–rail interactions as the vehicle traverses the turnout, using both brand-new and worn frog conditions. The experimental results indicate that increased service life deepens frog wear, raises equivalent conicity, and intensifies wheel–rail forces. When a vehicle passes through the frog serviced for over 17 months at the speed of 120 km/h, the maximum derailment coefficient, lateral acceleration of the car body, and lateral and vertical wheel–rail forces increased by 0.14, 0.17 m/s², 9.52 kN, and 105.76 kN, respectively. The maximum contact patch area grew by 35.73%, while peak contact pressure rose by 236 MPa. To prevent dynamic indicators from exceeding safety thresholds and ensure train operational safety, it is recommended that the frog maintenance cycle be limited to 12 to 16 months. Full article

Aiming at the problem that the aggravation of the wheel tread wear of high-speed trains leads to the deterioration of train operation performance and an increase in re-profiling times, a multi-objective data-driven optimization design method for the wheel profile is proposed. Firstly, the chaotic map is introduced into the population initialization process of the golden jackal algorithm. In the later stage of the algorithm iteration, random disturbance is introduced with optimization algebra as the switching condition to obtain an improved optimization algorithm, and the performance index of the optimization algorithm is verified to be superior to other algorithms. Secondly, the improved multi-objective optimization algorithm and data-driven model are used to optimize the tread coordinates and obtain an optimized profile. The vehicle dynamics performance of the optimized profile and the wheel wear evolution after long-term service are compared. The results show that the tread wear index of the left and right wheels in a straight line is reduced by 62.4% and 62.6%, respectively, and the wear index of the left and right wheels in a curved line is reduced by 26.5% and 5.5%, respectively. The stability and curve passing performance of the optimized profile are improved. Under the long-term service conditions of the train, the wear amount of the optimized profile is greatly reduced. After the wear prediction of 200,000 km, the wear amount of the optimized profile is reduced by 60.1%, and it has better curve-passing performance. Full article

Traditional ultra-thin asphalt wearing course designs often oversimplify wheel loads as uniform pressures, neglecting critical non-uniform effects. This study establishes a 3D finite element model incorporating realistic non-uniform tire loading to reveal its mechanistic influence on pavement responses. Results demonstrate that non-uniform loading significantly alters stress states in ultra-thin layers, substantially elevating critical stresses compared to uniform assumptions. A novel Non-uniform Load Influence Factor (NLIF) accounting for thickness effects is developed to quantify these deviations. The analysis provides a foundation for revising material strength specifications and fatigue design criteria, contributing to improved performance and durability of ultra-thin pavement systems. Full article

The design of the suspension system affects handling and stability, vibrations of the steered wheels, vehicle ride comfort, and tyre tread wear. One of the most important vibration parameters is acceleration; high acceleration values can have an adverse effect on both the driver and passengers, as well as on the components of the vehicle’s suspension and handling. This paper presents the results of the effects of acceleration on the components of a front-independent MacPherson suspension system. Data on the accelerations were obtained from theoretical and experimental studies. A simulation study was conducted, taking into account the elastic and damping characteristics of the elastic components. The experimental study was conducted under laboratory conditions by using a suspension tester, BEISSBARTH, and a measuring system developed with LabVIEW 2021 SP1 and MATLAB R2022b software. The experiments were conducted with different tyre pressures and by using bushings made from different materials. The experimental tests were conducted with two rubber bushings within the mounting of the arm, as well as a rubber bushing and a polyurethane bushing. The experimental results were compared and analyzed. Two theoretical models were considered: one is a mathematical model, and the other is a simulation model which uses the finite element method. Numerical dynamic analysis of the suspension was performed using the SolidWorks 2023. Full article

This study investigates the dimensional synthesis of steering mechanisms for front-wheel-drive, two-axle, four-wheeled vehicles using two metaheuristic optimization algorithms: Differential Evolution with golden ratio (DE-gr) and Improved Particle Swarm Optimization (IPSO). The vehicle under consideration has a track-to-wheelbase ratio of 0.5 and an inner wheel steering angle of 70 degrees. The mechanisms synthesized include the Ackermann steering mechanism and two variants (Type I and Type II) of the Watt-I six-bar steering mechanisms, also known as central-lever steering mechanisms. To ensure accurate steering and minimize tire wear during cornering, adherence to the Ackermann steering condition is enforced. The objective function combines the mean squared structural error at selected steering positions with a penalty term for violations of the Grashoff inequality constraint. Each optimization run involved 100 or 200 iterations, with numerical experiments repeated 100 times to ensure robustness. Kinematic simulations were conducted in ADAMS v2015 to visualize and validate the synthesized mechanisms. Performance was evaluated based on maximum structural error (steering accuracy) and mechanical advantage (transmission efficiency). The results indicate that the optimized Watt-I six-bar steering mechanisms outperform the Ackermann mechanism in terms of steering accuracy. Among the Watt-I variants, the Type II designs demonstrated superior performance and convergence precision compared to the Type I designs, as well as improved results compared to prior studies. Additionally, the optimal Type I-2 and Type II-2 mechanisms consist of two symmetric Grashof mechanisms, can be classified as non-Ackermann-like steering mechanisms. Both optimization methods proved easy to implement and showed reliable, efficient convergence. The DE-gr algorithm exhibited slightly superior overall performance, achieving optimal solutions in seven cases compared to four for the IPSO method. Full article

Wheel polygonal wear of metro deteriorates the vibration environment of the vehicle system, potentially leading to resonance-induced fatigue failure of components. This poses serious risks to operational safety and increases maintenance costs. To address the adverse effects of wheel polygonal wear, dynamic tracking tests and numerical simulations were conducted. The modal analysis focused on the vehicle–track coupling system, incorporating various track structures to explore the formation mechanisms and key influencing factors of polygonization. Test results revealed dominant polygonal wear patterns of the seventh to ninth order, inducing forced vibrations in the 50–70 Hz frequency range. These frequencies closely match the P2 resonance frequency generated by wheel–rail interaction. When vehicle–track coupling is considered, the track’s frequency response shows multiple peaks within this range, indicating susceptibility to resonance excitation. Additionally, rail joint irregularities act as geometric excitation sources that trigger polygonal development, while the P2 force resonance mode plays a critical role in its amplification. Full article

Tread braking is still extensively used on freight wagons due to lower purchasing and maintenance costs compared to disk braking. Cast iron brake blocks were replaced by composite materials (organic or sintered) that result in a lower wheel roughness, reducing rolling noise. Unfortunately, composite brake blocks have a lower thermal conductivity, negatively affecting the wheel mechanical behavior as the braking energy is almost entirely dissipated by the wheels, which are therefore subjected to higher temperatures. Mechanical properties of the wheel material, such as yield stress and Rolling Contact Fatigue (RCF) behavior, markedly decrease with temperature, resulting in higher wear rates and wheel tread damage. Contacted to analyze defects not clearly defined in the current regulations used for maintenance and inspections, the authors surveyed the literature and the technical documentation about tread-braked wheels. The paper provides an updated view about the state-of-the-art of the research on thermomechanical behavior of railway wheels and discusses the implication of the increased thermal stresses generated by composite brake blocks. Full article

Epoxy Resin System (ERS) steel bridge pavement, which comprises a resin asphalt (RA) base layer and a modified asphalt wearing course, offers cost efficiency and rapid installation. However, the combined effects of traffic loads and environmental conditions pose significant challenges, requiring greater high-temperature stability than conventional pavements. The thermal sensitivity of resin materials and the use of conventional asphalt mixtures may weaken deformation resistance under elevated temperature conditions. This study investigates the thermal field distribution and high-temperature performance of ERS pavements under extreme conditions and explores temperature reduction strategies. A three-dimensional thermal field model developed using finite element analysis software analyzes interactions between the steel box girder and pavement layers. Based on simulation results, wheel tracking and dynamic creep tests confirm the superior performance of the RA05 mixture, with dynamic stability reaching 23,318 cycles/mm at 70 °C and a 2.1-fold improvement in rutting resistance in Stone Mastic Asphalt (SMA)-13 + RA05 composites. Model-driven optimization identifies that enhancing internal airflow within the steel box girder is possible without compromising its structural integrity. The cooling effect is particularly significant when the internal airflow aligns with ambient wind speeds (open-girder configuration). Surface peak temperatures can be reduced by up to 20 °C and high-temperature durations can be shortened by 3–7 h. Full article

This paper presents an analysis of the abrasive wear influence on the tooth flank geometry of plastic gear wheels, emphasizing the contribution of tooth stiffness to the observed changes. The study examined gear wheels made from polylactic acid (PLA) with wall thicknesses of 0.6 mm, 1.0 mm and 2.4 mm, manufactured using FDM technology. A standard layer height of 0.2 mm was chosen as it offers a balance between good precision and reasonable printing times. The PLA gear wheels were tested for wear in a meshing configuration with a metallic reference gear. The results indicate that wear intensity increases as tooth stiffness decreases, suggesting an inverse proportionality between abrasive wear and tooth stiffness. In all tested cases, the tooth tip was more affected by abrasive wear compared to the rest of the profile. The analysis establishes that sliding velocity has the greatest influence on the abrasive wear characteristics of the evaluated gears. Based on experimental findings, a mathematical model was developed for simulating abrasive wear in plastic gears, with scalability across various manufacturing technologies. For PLA gears, both experimental and simulated data confirm that full tooth infill is essential for functional durability. Full article

This study deals with the problem of uneven wear of brake pads of wagons caused by a set of structural, dynamic, technological and operational factors. It has been found that an uneven distribution of the brake pad pressure force leads to higher maintenance costs and lower braking efficiency. The main causes of uneven wear are worn kinetostatic units, differences in the geometric parameters of pads, and imperfections in the lever transmission design. A method for optimizing the distribution of the pressure force using weight coefficients and the Lagrange function has been developed; it reduces the uneven wear of brake pads to 8–10% compared to that of a typical wagon bogie brake system, which is 20–35%. The experiments conducted have shown that for a mileage of 74,400 km and with the air distributor in empty mode, the wear of the pads is 19.6–28 mm, while in the loaded mode it amounts to 27.53–38.04 mm. The stress state of brake pads was determined with consideration of the weight coefficients. It was found that for abnormal wear of brake pads, their strength is not observed. The strength of the wheel when interacting with an abnormally worn pad has also been assessed. The resulting stresses are 1.5% higher than those that occur when the wheel interacts with the pad with nominal dimensions. The results of the research will contribute to the database of developments to be used for designing of modern structures of tribotechnical pairs of rolling stock and increasing the efficiency of railway transport. Full article

Uneven roads pose significant challenges to vehicle stability, passenger comfort, and safety, especially in snowy and mountainous regions. These problems are often complex and challenging to resolve with traditional detection and stabilization methods. This paper presents a dual-method approach to improving vehicle stability by identifying road irregularities and dynamically adjusting the balance. The proposed solution combines YOLOv8 for real-time road anomaly detection with a GY-521 sensor to track the speed of servo motors, facilitating immediate stabilization. YOLOv8 achieves a peak precision of 0.99 at a confidence threshold of 1.0 rate in surface recognition, surpassing conventional sensor-based detection. The vehicle design is divided into two sections: an upper passenger seating area and a lower section that contains the engine and wheels. The GY-521 sensor is strategically placed to monitor road conditions, while the servomotor stabilizes the upper section, ensuring passenger comfort and reducing the risk of accidents. This setup maintains stability even on uneven terrain. Furthermore, the proposed solution significantly reduces collision risk, vehicle wear, and maintenance costs while improving operational efficiency. Its compatibility with various vehicles and capabilities makes it an excellent candidate for enhancing road safety and driving experience in challenging environments. In addition, this work marks a crucial step towards a safer, more sustainable, and more comfortable transportation system. Full article

Stone mastic asphalt (SMA) is the most widely adopted asphalt mixture on highway pavement in China. However, the cost of SMA is rising continually due to the increasing shortage of high-quality basalt aggregate. On the other hand, China’s steel slag and reclaimed asphalt pavement (RAP) stock is abundant, and steel slag has excellent strength and wear-resistant performance, which can fully or partially replace part of the basalt aggregate. The content of asphalt may be increased due to the porosity of the steel slag. If fine RAP rich in asphalt is also used for SMA, it can partially fill the voids of steel slag and reduce the amount of new asphalt and fine aggregate. For this objective, SMA 13 was designed with two particle sizes of coarse steel slag aggregate (5–10 mm, 10–15 mm) and one fine RAP (0–5 mm), named SR-SMA. The fundamental pavement performance of SR-SMA was evaluated through a wheel-tracking test, low-temperature beam bending test, freeze–thaw indirect tensile test, and four-point bending fatigue test. For comparison, the mix design and performance tests of two SMAs involving coarse steel slag and fine basalt aggregate (named SB-SMA), and coarse and fine basalt aggregates (named B-SMA), respectively, were conducted. The results indicated that SR-SMA (dynamic stability of 4865 passes/mm) shows the best rutting resistance, followed by SB-SMA (dynamic stability of 4312 passes/mm), and B-SMA (dynamic stability of 4135 passes/mm) comes in last. Additionally, the dynamic stability values of three SMAs have significant differences. SR-SMA has better low-temperature cracking resistance with a failure strain of 3150 με, between SB-SMA and B-SMA (failure strain values are 4436, 2608 με). Compared to B-SMA and SB-SMA, the moisture stability of SR-SMA is relatively poor but meets Chinese specification. While the fatigue resistance of SR-SMA is the worst among three SMAs, their differences are insignificant. Furthermore, SR-SMA reduces material cost by approximately 35% per ton compared to conventional B-SMA. Overall, SR-SMA is cost-effective and can be used as an alternative material to traditional B-SMA. Full article

Polycrystalline diamond (PCD), which is widely used to manufacture cutting tools due to its extreme hardness, in most cases requires grinding for machining. The cooling lubricant selected for PCD grinding largely affects the frictional conditions and the thermo-mechanical load collective between the diamond grinding wheel and the PCD. As a consequence of this, the material removal and grinding wheel wear mechanisms during grinding PCD depend on the cooling lubricant used. In this study, experimental and numerical investigations were taken into account, demonstrating that using a water-based cooling lubricant during PCD grinding predominantly leads to a mechanical load on workpiece and grinding wheel rather than thermal loads. These original findings can be used to complement existing explanatory models of the PCD grinding process valid for grinding with oil as a cooling lubricant. The aim of this work is to contribute a novel extension to the existing material removal and grinding wheel wear models to enable them for the grinding process with a water-based cooling lubricant. The knowledge obtained from this work is intended to serve as a basis for future industrial process design. Full article