Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines
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 fro...
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| Language: | English |
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MDPI AG
2025-07-01
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| Series: | Lubricants |
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| Online Access: | https://www.mdpi.com/2075-4442/13/7/317 |
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| author | Yanlei Li Dongliang Zeng Xiuqi Wei Xiaoyu Hu Kaiyun Wang |
| author_facet | Yanlei Li Dongliang Zeng Xiuqi Wei Xiaoyu Hu Kaiyun Wang |
| author_sort | Yanlei Li |
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| description | 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/s<sup>2</sup>, 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. |
| format | Article |
| id | doaj-art-b33990a2528a4f3bae8e4f1655a822b2 |
| institution | Kabale University |
| issn | 2075-4442 |
| language | English |
| publishDate | 2025-07-01 |
| publisher | MDPI AG |
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| series | Lubricants |
| spelling | doaj-art-b33990a2528a4f3bae8e4f1655a822b22025-08-20T03:58:27ZengMDPI AGLubricants2075-44422025-07-0113731710.3390/lubricants13070317Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit LinesYanlei Li0Dongliang Zeng1Xiuqi Wei2Xiaoyu Hu3Kaiyun Wang4State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, ChinaState Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, ChinaState Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, ChinaState Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, ChinaState Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, ChinaTo 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/s<sup>2</sup>, 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.https://www.mdpi.com/2075-4442/13/7/317urban rail transitturnoutfrog abrasiondynamicswheel–rail relationship |
| spellingShingle | Yanlei Li Dongliang Zeng Xiuqi Wei Xiaoyu Hu Kaiyun Wang Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines Lubricants urban rail transit turnout frog abrasion dynamics wheel–rail relationship |
| title | Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines |
| title_full | Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines |
| title_fullStr | Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines |
| title_full_unstemmed | Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines |
| title_short | Analysis of the Impact of Frog Wear on the Wheel–Rail Dynamic Performance in Turnout Zones of Urban Rail Transit Lines |
| title_sort | analysis of the impact of frog wear on the wheel rail dynamic performance in turnout zones of urban rail transit lines |
| topic | urban rail transit turnout frog abrasion dynamics wheel–rail relationship |
| url | https://www.mdpi.com/2075-4442/13/7/317 |
| work_keys_str_mv | AT yanleili analysisoftheimpactoffrogwearonthewheelraildynamicperformanceinturnoutzonesofurbanrailtransitlines AT dongliangzeng analysisoftheimpactoffrogwearonthewheelraildynamicperformanceinturnoutzonesofurbanrailtransitlines AT xiuqiwei analysisoftheimpactoffrogwearonthewheelraildynamicperformanceinturnoutzonesofurbanrailtransitlines AT xiaoyuhu analysisoftheimpactoffrogwearonthewheelraildynamicperformanceinturnoutzonesofurbanrailtransitlines AT kaiyunwang analysisoftheimpactoffrogwearonthewheelraildynamicperformanceinturnoutzonesofurbanrailtransitlines |