This paper reports on fundamental research to investigate the influence of wheelset flexibility on the development of wheel polygonization of a locomotive. After preparing a flexible wheelset model ...by importing a FE (Finite Element) model into the MBS (Multi-Body System) environment, the investigation work proceeded in 3 steps. Firstly, FRF (Frequency Response Function) of the contact responses against the track irregularity is analysed for a free wheelset and an on-track wheelset, with consideration of rotation effect. Secondly, the influence of the wheelset flexibility on the contact responses excited by white noise is investigated for straight and curved tracks. The final step is to check the influence of the wheelset flexibility on the development of wheel polygonization based on a developed prediction program for railway wheel polygonization. 6 scenarios are investigated with comparison between rigid and flexible wheelsets. Results show that, the wheelset flexibility cannot dominate the railway wheel polygonization in a general sense, unless some prerequisites are fulfilled to provide a suitable environment for the wheelset flexibility to be effectively and continually excited to fluctuate the contact responses, and thereby initiate wheel polygonization. The torsional mode of the wheelset can be effectively excited by stick-slip vibration due to saturated contact adhesion that can occur on track with small curve radii or by large traction torque. In this case, the developed wheel polygonization order will be exactly determined by the wheelset torsional modal frequency and the vehicle speed.
•The influence of wheelset flexibility on wheel polygonal wear is identified based on a prediction program.•All the investigated wheelset flexible modes can be excited to influence the contact responses, but in very different way.•The wheelset flexibility cannot dominate the wheel polygonization unless some prerequisites are fulfilled.•The torsional mode of wheelset can be excited by stick-slip vibration to initiate the wheel polygonization.
This paper presents a comparative study on the applicability of existing popular wear models in simulation of railway wheel polygonization. Four representative wear models developed by BRR (British ...Rail Research), KTH (Royal Institute of Technology), USFD (University of Sheffield), and Professor Zobory respectively, are selected for the comparison with consideration of global and local methods. All the wear models are converted to calculate the instantaneous wear of one contact patch. Uniform expression of the converted wear functions is derived analytically with the equivalent wear coefficient as a useful index to identify the proportional relationship among the wear models quantitatively. Several scenarios grouped by harmonic excitation and random excitation are adopted to assess the fluctuation of the instantaneous wear depth calculated by different wear models. The evolved polygonal wear around the wheel circumference is also compared among the wear models based on a developed prediction program. Simulation results show that all the wear models being investigated in this paper present a similar ability to reflect the fluctuation of the instantaneous wear under various circumstances. Specifically, all wear models can correctly reflect the frequency characteristics of the excitation in a general sense, and the fluctuation phase of the instantaneous wear is obtained with almost the same result among the wear models. There is a very good consistency of trend for all local wear models to simulate the evolved polygonal wear. The mean value and the fluctuation amplitude of the instantaneous wear, as well as the roughness level of the evolved polygonal wear, are all determined by the original wear coefficients used. Besides, the global method is not suitable for calculating the polygonal wear of railway wheels as some sharp points might be generated by the absolute operation for the global WI (Wear Index).
•A uniform expression is analytically derived for four widely used wear models developed by BRR, KTH, USFD, and Professor Zobory respectively.•The derived equivalent wear coefficient is a useful index to identify the quantitative relationship among the wear models.•All of the wear models present a similar ability to reflect the fluctuation of the instantaneous wear depths under various circumstances.•The global method is not suitable for calculation of instantaneous wear depth of railway wheels.
The wheel-wear characteristics of the motor and unpowered car of a high-speed train were investigated, for the first time, by a wheel-wear prediction model comprising a wheel-wear sub-model, an ...unpowered car dynamics sub-model, and a novel motor-car dynamics sub-model. The motor-car dynamics model considers the detailed structural characteristics and working mechanics of the traction transmission system. Assuming the real track parameters and track irregularities, it handles the nonlinear factors such as the traction characteristics, gear backlash, time-varying mesh stiffness, gear friction and wheel–rail contact. This study assessed the wheel-wear characteristics of a high-speed train by suitable performance indices (wheel-wear depth and contact patch energy). Finally, the model was validated by comparing the simulation results with those of field tests. The predicted and measured wheel wear were in good agreement. Both the wheel wear depth and contact energy were higher for the motor car than the unpowered car, because the traction torque on the wheelsets of the motor car increased the longitudinal creepage. During one re-profiling cycle, the transmission stability of the gear transmission system worsened with continuous wheel-wear. Furthermore, the proposed methods can assess the wheel wear and working status of the traction transmission system in the vehicle vibration environment of any rail vehicle.
•A novel spatial vehicle dynamics model of high-speed train considering gear transmission system was established.•The wheelwear prediction model of the newly motor and unpowered car are established based on the dynamics model and wheel wear model.•Revealing the wheel wear characteristics between motor and unpowered car, which are supported by experimental tests.•The dynamic performance evolution of gear transmission system in one re-profiling cycle were investigated for the first time.
The neutralising ability of rabbit anti-gastrin-17 (G17) antiserum raised by Gastrimmune, an immunogen constructed of the N-terminal portion of human G17 conjugated to diptheria toxoid (DT), was ...evaluated. The anti-serum (denoted anti-G17: DT) was shown to displace 125I G17 from the gastrin receptors on AR42J cells. The therapeutic effect of the rabbit anti-G17:DT anti-serum was evaluated on a freshly derived human colorectal cancer cell line, AP5, which was shown to express both gastrin receptors and gastrin immunoreactivity as assessed by immunocytochemistry. Rabbit anti-G17:DT anti-serum was shown to block basal in vitro growth of AP5 cells when used at an antigen binding capacity of 3.75 x 10(-9) M. The same dilution of anti-serum completely reversed growth stimulated by human G17 at concentrations of 1 x 10(-10) and 1 x 10(-9) M but did not inhibit growth at 1 x 10(-8) M G17. When AP5 was grown as a xenograft in nude mice, the sensitivity to the proliferative effect of human G17 was maintained. In addition, the basal growth of AP5 xenografts was significantly reduced by i.v. infusion of rabbit anti-G17:DT anti-serum when compared to treatment with rabbit anti:DT control anti-serum. Thus anti-G17:DT antibodies raised by Gastrimmune may be of clinical value in gastrin-sensitive tumours.
A hepatic invasive human colorectal xenograft model was derived in nude mice by selection through the liver of the parental cell line, C170. Following intraperitoneal injection, tumours selectively ...grew on the liver in > 80% of the animals within 15-20 days. The liver-invading xenograft line, renamed C170HM2, had a significantly greater expression of the Lewisx antigen compared to C170 (mean linear fluorescence per cell > 1000 compared with 500 for C170, P < 0.02). C170HM2 had significantly elevated proliferation (when compared with C170) in the presence of epidermal (P < 0.001) and basic fibroblast growth factor (P < 0.001). C170HM2 also mitogenically responded to type I collagen (derived from rat tails), unlike C170. C170HM2 tumours when invading the liver expressed both interstitial collagenase and gelatinase activity at the invading edge.
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