Relevant bibliographies by topics / Rail wheel friction and wear

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Rail wheel friction and wear'

Author: Grafiati
Published: 11 December 2022
Last updated: 19 February 2023

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Journal articles on the topic "Rail wheel friction and wear"

1

Kosarchuk, V., M. Chausov, V. Tverdomed, A. Pilipenko, and O. Aharkov. "LUBRICANT COMPOSITION FOR INCREASING WEAR RESISTANCE OF HEAVY-LOADED FRICTION PAIRS." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 39 (June 30, 2022): 30–40. http://dx.doi.org/10.32703/2617-9040-2022-39-4.

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The proposed new lubricating composition, which significantly reduces the wear resistance of the rails and wheels of rolling stock during operation, prevents electrochemical corrosion of friction pairs “wheel – rail” and, most importantly, stabilizes the coefficient of friction at the optimum level after a relatively short operating time. The experiments performed on the friction pair “sample of the bandage material of the railway wheel – a sample of the rail material” at the ratio of hardness at the bandage material (Rockwell hardness, HRC scale - 35.3) to the hardness of the rail material 1,1. Test results show that in the case of industrial lubricant, the BioRail brand, with the addition of nanomaterial friction pair with lower wear hardness of the rail metal sample after three hours in operation was practically not observed. Moreover, the average value of the friction coefficient for three hours of operation had been maintained at the level 0.25, which is optimal for the friction pair “wheel – rail”.
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Quan SUN, Yan, Maksym SPIRYAGIN, Colin COLE, and Dwayne NIELSEN. "WHEEL–RAIL WEAR INVESTIGATION ON A HEAVY HAUL BALLOON LOOP TRACK THROUGH SIMULATIONS OF SLOW SPEED WAGON DYNAMICS." Transport 33, no. 3 (October 2, 2018): 843–52. http://dx.doi.org/10.3846/16484142.2017.1355843.

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Heavy haul railway track infrastructure are commonly equipped with balloon loops to allow trains to be loaded/unloaded and/or to reverse the direction of travel. The slow operational speed of trains on these sharp curves results in some unique issues regarding the wear process between wheels and rails. A wagon dynamic system model has been applied to simulate the dynamic behaviour in order to study the wheel–rail contact wear conditions. A wheel–rail wear index is used to assess the wear severity. The simulation shows that the lubrication to reduce the wheel–rail contact friction coefficient can significantly reduce the wear severity. Furthermore, the effects of important parameters on wheel–rail contact wear including curve radius, wagon speed and track superelevation have also been considered.
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Xu, Xiaotian, Xiaolu Cui, Jia Xu, Xiaoxia Wen, and Zongchao Yang. "Study on the Interaction between Wheel Polygon and Rail Corrugation in High-Speed Railways." Materials 15, no. 24 (December 8, 2022): 8765. http://dx.doi.org/10.3390/ma15248765.

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The wheel polygonization and rail corrugation are typical wheel–rail periodic wear problems, which seriously affect the safe operation of high-speed railways. In the present paper, the interaction between the wheel polygon and the rail corrugation in the long-slope section of high-speed railways is mainly studied based on theory of friction coupling vibration. Firstly, the simulation model of the wheel–rail contact model is established, as well as the polygonal wear of the wheel and the corrugated wear of the rail. Then, the stability analyses of the wheel–rail system with periodic wear are studied, in which the four working conditions of smooth rail–smooth wheel, polygonal wheel–smooth rail, smooth wheel–corrugated rail and polygonal wheel–corrugated rail are compared. Finally, the competition mechanisms between the wheel polygon and rail corrugation under different parameters are discussed, including the wheel–rail friction coefficient and the depth of periodic wear of the wheel–rail system. The numerical results show that both the periodic wear of the wheel and rail with certain relevance will increase the friction coupling vibration of the wheel–rail system, which may aggravate the subsequent relevant wheel polygonal and rail corrugation wear. With the increase of the friction coefficient between wheel and rail, as well as the depth of the wheel polygon and rail corrugation, the vibration trend of the friction coupling vibration of the wheel–rail system increases gradually. Moreover, the proportion of the wheel polygon’s influence on the friction coupling vibration of the wheel–rail system is greater than that of rail corrugation.
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Kosarchuk, Valeriy, Mykola Chausov, Andrii Pylypenko, Volodymyr Tverdomed, Pavlo Maruschak, and Vasyl Vasylkiv. "Increasing Wear Resistance of Heavy-Loaded Friction Pairs by Nanoparticles in Conventional Lubricants: A Proof of Concept." Lubricants 10, no. 4 (April 11, 2022): 64. http://dx.doi.org/10.3390/lubricants10040064.

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This paper provides experimental data on the effective use of a new lubricating composition, which includes industrial oil of any brand with the addition of a nanometal of the component of a friction pair, which has a lower hardness. It is shown that this composition significantly reduces the wear resistance of the rails and wheels of rolling stock during operation, prevents electrochemical corrosion of the friction pair wheel–rail and, most importantly, stabilizes the coefficient of friction at the optimum level after a relatively short operating time. The experiments were performed on the friction pair, “sample of the bandage material of the railway wheel—a sample of the rail material”, with a ratio of hardness of the bandage material (Rockwell hardness, HRC scale—35.3) to the hardness of the rail material of 1.1. Test results show that in the case of industrial lubricant, the BioRail brand, with the addition of a nanomaterial friction pair with lower wear hardness of the rail metal sample, after three hours in operation the wear was practically not observed. Moreover, the average value of the friction coefficient for three hours of operation was maintained at the level 0.25, which is optimal for the friction pair wheel–rail. Similar experiments using only the same lubricant brand showed much worse results.
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Qian, Yao, Ping Wang, Jiayin Chen, G. Bethel Lulu, Jingmang Xu, and Boyang An. "Numerical investigation of the influence of the creep curve on the wheel–rail contact damage in high-speed railway turnouts." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 9 (December 26, 2018): 926–36. http://dx.doi.org/10.1177/0954409718819574.

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This paper studies the wheel–rail creep curve characteristics and dynamic behaviour in high-speed railway turnouts by considering different wheel–rail surfaces and simulating them using a dynamic functional vehicle–track model with different friction and Kalker’s weight coefficients. The dynamic performance and damage coefficient of CRH2 locomotive passing through the 18# turnout at a speed of 80 km/h are discussed under different friction and Kalker’s weight coefficients. The results show that the Kalker’s weight and friction coefficients have less influence on the wheel–rail dynamics and wear performance at low values. Vehicle operating stability is the highest when the high-speed wheels pass through the switching area and the Kalker’s weight coefficient is 0.1. In this case, both fatigue damage and wear are low. When the Kalker’s weight coefficient at the crossing area is 1 and the friction coefficient is 0.5, the dynamic wheel–rail performance is good, with reduced wear and good wheel–rail contact. When the Kalker’s weight coefficient is 0.1, the maximum wear number of the closure panel is closer to the lower limit of the second region of the damage function, and both fatigue damage and wear are very low. The results are useful for accurately describing the wheel–rail contact relationship in high-speed turnouts and for finding the most appropriate creep curve to decrease wear and to prolong the turnout service life.
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Leso, TP, CW Siyayisa, RJ Mostert, and J. Moema. "Study of wear performance of wheel and rail steels under dry sliding conditions." Suid-Afrikaanse Tydskrif vir Natuurwetenskap en Tegnologie 40, no. 1 (January 24, 2022): 44–50. http://dx.doi.org/10.36303/satnt.2021cosaami.09.

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The demand for efficient railway services has significantly increased in the past years due to an increased demand for the high-speed transportation of goods with high loads. The increase in loads and velocities has resulted in increased problems associated with rolling contact fatigue (RCF), rolling and sliding wear on the wheel and rail materials causing a reduction of service life of wheel/rail systems. Rail operating companies spend significant funds in maintenance and replacing damaged rails and wheels caused by wear. In addition, unscheduled maintenance due to wear and RCF often lead to poor availability of railway networks. For this study, dry sliding wear was investigated on wheel and rail steels using RTEC Multi-Function Tribometer. The results demonstrated that the rig was successful in simulating sliding wear, and that the fractions of the wear components could be varied, and it also provided instrumentation. Information on coefficient of friction against sliding distance and applied force were obtained which were used to compare sliding wear performance of both wheel and rail steels. The wheel was found to perform better than the rail under the same conditions due to its high initial hardness values and smaller interlamellar spacing.
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Qian, WJ, ZQ Huang, H. Ouyang, GX Chen, and HJ Yang. "Numerical investigation of the effects of rail vibration absorbers on wear behaviour of rail surface." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 233, no. 3 (June 27, 2018): 424–38. http://dx.doi.org/10.1177/1350650118785061.

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Rail corrugation refers to the periodic wear of the top working surfaces of rails. This problem has plagued the railway industry over a hundred years. In the present paper, the effects of rail vibration absorbers on wear behaviour of the rail surface have been studied. The dynamic model of a wheel–rail–absorber system is established. The friction contact coupling between the wheel and the rail are fully considered in this model. A wear model, in which the mass loss of unit area in contact patch is proportional to frictional work per unit area between the wheel and the rail, is developed to analyse the wear behaviour of the rail surface. Numerical results show that the saturated creep force-induced self-excited vibration of the wheel–rail system can result in short pitch rail corrugation on the rail surface. The maximum wear depth occurs at the positions close to mid-span of each sleeper bay. After the installation of rail vibration absorbers, the formation of short pitch rail corrugation can be suppressed effectively, and the wear on the rail surface becomes uniform and the growth rate of rail corrugation reduces considerably. Increasing the connection damping between the absorber and the rail web is beneficial to preventing the formation of short pitch rail corrugation.
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Zhu, Yi. "The influence of iron oxides on wheel–rail contact: A literature review." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (January 11, 2017): 734–43. http://dx.doi.org/10.1177/0954409716689187.

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In contrast to other third-body layers – such as water, oil, sand, and leaves – iron oxides exert a constant influence on the friction and wear of wheel–rail contact. However, studies that focus on the influence of iron oxides have not been conducted systematically until the 21st century. This study is a comprehensive presentation of early and recent research works related to the influence of iron oxides on the wheel–rail contact. The characteristics of iron oxides in general and those between railway wheels and rails are discussed. A comparison of various laboratory tests and their relation to actual conditions is also presented. The authors find that the influence of various types of iron oxides on friction and adhesion differs. The thickness of the iron oxide layer also affects the friction and wear. However, the results obtained from laboratory rigs differ from those obtained in field testing. Therefore, it is critical to formulate a standard procedure that produces iron oxides that are similar to those observed in the field. Compared to the case of wheel–rail friction and adhesion, the influence of iron oxides on wear is not so well investigated. Thus, further research in those areas is warranted.
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Wang, Cai Yun, Peng Shen, and Qi Yue Liu. "Study on Using Numerical Method to Predict Wear Volume of Rail." Advanced Materials Research 335-336 (September 2011): 339–42. http://dx.doi.org/10.4028/www.scientific.net/amr.335-336.339.

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This paper describes an numerical method and simulation experiment investigation on the rail wear affected by the curve radius and axle load etc. the effects of curve radius and axle load on The effects of axle load and curve radius on total slippage of contact particles and friction work of wheel/rail are investigated with numerical methods are analyzed by kalker’s program CONTACT. The effect of curve radius and axle load on rolling wear behaviour of rail is investigated by simulation experiment. It is indicated that axle load and curve radius are important factors to effect rolling contact wear of wheel-rail, and there is a linear relationship between wear volume of rail and friction work of wheel/rail; The preliminary empirical formula between wear volume of rail sample and friction work is given by analysis the experimental and calculation results, the formula offers a certain reference value for researching wear of wheel-rail and predicting wear volume of rail.
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Wang, Xue Ping, He Ma, and Jun Zhang. "A prediction method for wheel tread wear." Industrial Lubrication and Tribology 71, no. 6 (August 12, 2019): 819–25. http://dx.doi.org/10.1108/ilt-10-2018-0397.

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Purpose The increasing demands of high-speed railway transportation aggravate the wheel and rail surface wear. It is of great significance to repair the worn wheel timely by predicting the wheel and rail surface wear, which will improve both the service life of the wheel and rail and the safe operation of the train. The purpose of this study is to propose a new prediction method of wheel tread wear, which can provide some reference for selecting proper re-profiling period of wheel. Design/methodology/approach The standard and worn wheel profiles were first matched with the standard 60N rail profile, and then the wheel/rail finite element models (FEMs) were established for elastic-plastic contact calculation. A calculation method of the friction work was proposed based on contact analysis. Afterwards, a simplified method for calculating wheel tread wear was presented and the wear with different running mileages was predicted. Findings The wheel tread wear increased the relative displacement and friction of contact spots. There was obvious fluctuation in the wheel tread friction work curve of the worn model. The wear patterns predicted in the present study were in accordance with the actual situation, especially in the worn model. Originality/value In summary, the simplified method based on FEM presented in this paper could effectively calculate wheel tread wear and predict the wear patterns. It would provide valuable clews for the wheel repair work.
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Dissertations / Theses on the topic "Rail wheel friction and wear"

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Galas, Radovan. "Friction Modification within Wheel-Rail Contact." Doctoral thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2018. http://www.nusl.cz/ntk/nusl-367508.

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Předložená disertační práce se zabývá experimentálním studiem modifikátorů tření a maziv pro temeno kolejnice, které jsou aplikovány do kontaktu kola a kolejnice za účelem optimalizace adheze a redukce hluku. Hlavním cílem práce bylo objasnit vliv aplikovaného množství a složení těchto látek na adhezi v kontaktu. Hlavní pozornost byla věnována zejména potencionálním hrozbám souvisejících s kriticky nízkou adhezí, která může nastat po aplikaci těchto látek. Experimentální studium probíhalo v laboratorních i reálných podmínkách, konkrétně v tramvajovém provozu. V případě laboratorních experimentů byl využit komerční tribometr a dvoudiskové zařízení umožňující simulovat průjezd vozidla traťovým obloukem. Kromě samotné adheze bylo při experimentech sledováno také opotřebení a míra hluku. Výsledky ukázaly, že maziva pro temeno kolejnice jsou schopna poskytovat požadované třecí vlastnosti, nicméně jejich chování je silně závislé na aplikovaném množství. V případě předávkování kontaktu dochází ke kriticky nízkým hodnotám adheze, které vedou k výraznému prodloužení brzdné dráhy. V případě modifikátorů tření bylo ukázáno, že chování těchto látek je výrazně ovlivněno odpařováním základního média. Výsledky také ukázaly, že nadměrné množství částic pro modifikaci tření může způsobit kriticky nízké hodnoty adheze. U obou výše zmíněných typů produktů byl prokázán pozitivní vliv na míru opotřebení a míru poškození povrchu, zatímco významná redukce hluku byla dosažena pouze v případech, kdy došlo ke značnému poklesu adheze. V závěru této práce jsou uvedena doporučení pro další výzkumné aktivity v této oblasti.
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Lundmark, Jonas. "Rail grinding and its impact on the wear of wheels and rails." Licentiate thesis, Luleå : Luleå University of Technology, 2007. http://epubl.ltu.se/1402-1757/2007/37/index.html.

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Inglot, Agnieszka, and Oskar Franzén. "PREVENTION OF WHEEL WEAR, A CASE STUDY : Developing a functioning wheel profile for rail-mounted transportation trolley." Thesis, Högskolan i Skövde, Institutionen för ingenjörsvetenskap, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:his:diva-17695.

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This bachelor’s degree project aimed to improve the wheel profile of a rail mounted trolley and determine the cause of wheel failure. The proceedings of this project where modelled after an approach for solving wear problems with an emphasis on designing for sustainability. A case study and root cause analysis (RCA) was performed and the flanged wheels were deemed insufficient for the given heavy-haul system. Possible areas of wheel profile improvement were identified and further researched with multiple literature reviews. Throughout the projects duration several limitations were introduced that reduced the concept testing to exclusively theoretical prediction models. Archard’s model was implemented to predict wear and operating time for the proposed material and wheel tread profile concepts. The wheel flange dimensions were chosen based on recommendations from wheel and rail interference handbooks among other sources. The final wheel and rail profile suggestion improved operating time by approximately 300% and wear resistance by 50% compared to its predecessor. This result was achieved by applying the same theoretical prediction model to both current and suggested profiles. The findings of this project are meant to aid SCA among others in similar cases and additionally highlight the value of product improvement from a technological, sociological, and environmental perspective.
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Zhu, Yi. "Adhesion in the wheel-rail contact under contaminated conditions." Licentiate thesis, KTH, Tribologi, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-48441.

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Railway vehicles require a certain level of adhesion between wheel and rail to operate efficiently, reliably, and economically. Different levels of adhesion are needed depending on the vehicle running conditions. In the wheel tread–railhead contact, the dominant problem is low adhesion, as low adhesion on the railhead negatively affects railway operation: on one hand, the vehicle will lose traction resulting in delay when driving on low-adhesion tracks; on the other hand, low adhesion during deceleration will extend the braking distance, which is a safety issue. This thesis examines the influence of several contaminants, i.e., water, oil, and leaves, on the adhesion in the wheel tread–railhead contact. This study will improve our knowledge of the low-adhesion mechanism and of how various contaminants influence adhesion. The thesis consists of a summary overview of the topic and three appended papers (A–C). Papers A and B focus mainly on water and oil contamination examined using two methods, numerical simulation and lab testing. In paper A, real measured wheel and rail surfaces, low- and high-roughness surfaces, along with generated smooth surfaces are used as input to the numerical model for predicting the adhesion coefficient. Water-lubricated, oil-lubricated, and dry contacts are simulated in the model. In the research reported in paper B, scaled testing using a mini traction machine (MTM) was carried out to simulate the wheel–rail contact under lubricated conditions. Two types of disc surfaces of different roughnesses were run at different contact pressures and temperatures. A stylus machine and atomic force microscopy (AFM) were used to measure the surface topography. A study of leaf contamination on the railhead surface, based on field testing, is presented in paper C. Railhead surface samples were cut and the friction coefficient was measured on five occasions over the course of a year. Electron spectroscopy for chemical analysis (ESCA) and glow discharge optical emission spectrometry (GD-OES) were used to detect the chemical composition of the leaf-contamination layer on the railhead surface. The main conclusion of the thesis is that different contaminants reduce the adhesion coefficient in different ways. Oil reduces the adhesion coefficient by carrying the normal force due to its high viscosity. Water can reduce the adhesion coefficient to different degrees depending on the surface topography and water temperature. The mixture of an oxide layer and water contamination may have an essential impact. A leaf-formed blackish layer causes low adhesion by means of a chemical reaction between the leaves and bulk material. The thickness of the friction-reducing oxide layer predicts the friction coefficient and the extent of leaf contamination.
QC 20111123
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Shahzamanian, Sichani Matin. "Wheel-rail contact modelling in vehicle dynamics simulation." Licentiate thesis, KTH, Spårfordon, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-127949.

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The wheel-rail contact is at the core of all research related to vehicle-track interaction. This tiny interface governs the dynamic performance of rail vehicles through the loads it transmits and, like any high stress concentration zone, it is subjected to serious damage phenomena. Thus, a clear understanding of the rolling contact between wheel and rail is key to realistic vehicle dynamic simulation and damage analyses. In a multi-body-system simulation package, the essentially demanding contact problem should be evaluated in about every millisecond. Hence, a rigorous treatment of the contact is highly time consuming. Simplifying assumptions are, therefore, made to accelerate the simulation process. This gives rise to a trade-off between accuracy and computational efficiency of the contact models in use. Historically, Hertz contact solution is used since it is of closed-form. However, some of its underlying assumptions may be violated quite often in wheel-rail contact. The assumption of constant relative curvature which leads to an elliptic contact patch is of this kind. Fast non-elliptic contact models are proposed by others to lift this assumption while avoiding the tedious numerical procedures. These models are accompanied by a simplified approach to treat tangential tractions arising from creepages and spin. In this thesis, in addition to a literature survey presented, three of these fast non-elliptic contact models are evaluated and compared to each other in terms of contact patch, pressure and traction distributions as well as the creep forces. Based on the conclusions drawn from this evaluation, a new method is proposed which results in more accurate contact patch and pressure distribution estimation while maintaining the same computational efficiency. The experience gained through this Licentiate work illuminates future research directions among which, improving tangential contact results and treating conformal contacts are given higher priority.

QC 20130911

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Nepovím, Radovan. "Konstrukce experimentálního zařízení pro studium mazání okolků kolejových vozidel." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2012. http://www.nusl.cz/ntk/nusl-230331.

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The diploma thesis deals with construction design and practical realisation of experimental apparatus for investigation of wheel flange track vehicle lubrication. Experimental apparatus in full-scale uses optical interferometry for investigation of lubrication behaviour in wheel flange contact. It is an innovative approach which has not been used for such experiments so far. The aim of the following measurement with this apparatus is to determine the minimal amount of ecological lubrication in wheel flange contact under certain conditions when there is no lubrication film interruption. The apparatus enables to measure real rail wear. This work contains the apparatus description for the study of wheel flange lubrication, wheel flange contact specifications, the description of its influence on wear and acoustic emission, and a detailed description of the experimental apparatus.
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Kvarda, Daniel. "Vliv složení modifikátorů tření na trakci v kontaktu kola a kolejnice." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2017. http://www.nusl.cz/ntk/nusl-318386.

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Friction modifiers are a new effective way to control adhesion in wheel and rail contact. The aim of this diploma thesis is experimental study of the influence of the constituents of water based friction modifier on adhesion. Measurement of the adhesion behavior for different friction modifier compositions is carried out on a ball–on–disc laboratory device creating point contact. The introductory part of the experiments describes the effect of individual components on adhesion. Subsequently, combinations of different friction modifier compositions are tested. In conclusion, selected compositions are used for wear tests. The results obtained show that the performance of friction modifiers is greatly influenced by evaporation of base medium.
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Rec, Matouš. "Návrh testovacího stavu pro stanovení opotřebení u kontaktu železničního kola a kolejnice." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2021. http://www.nusl.cz/ntk/nusl-445166.

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This diploma thesis focuses on the issue of a wear of a railway wheel and a rail. The wear of the components depends on a number of parameters including the contact stress, the contact pressure and the contact surface dimensions. Among the factors determining these parameters belongs primarily the wheel driving gauge, the rail profile and the load of the contact area. Furthermore, the material from which the wheels and rail are made, the roughness and hardness of the functional surfaces and the residual stress in the material have a significant impact on the wear. All the parameters mentioned above are designed for the production of the railway wheels and rails and therefore they meet the standards for the production of these components. However, the existence of the changeable parameters has also a significant impact on the wear. These parameters include the presence of contaminants, or lubricants in contact, the changing driving gauge due to the wear, the slip ratio or the friction coefficient. With the wear being an inevitable process during the application it cannot be eliminated but only controlled. Applying the lubricant into the contact when passing through the arc in order to achieve an ideal coefficient or the maintenance grinding for restoring the driving gauge can serve the purpose. If properly optimized, the importance of the wear research lies in the financial savings. Being the crucial factor for optimization of the intervals between the maintenance grinding, the research is also beneficial. A high-quality wear prediction can be seen as the key field in order to increase the safety of the railway vehicles operation as well. Therefore, the wear research is made using several methods, such as the computational models, the multi-body dynamics software and the technical experiments. This thesis introduces a conceptual design of the test, enabling the wear research via experimental approach. The final device is capable of a simulation of both volume and fatigue wear during the states the railway wheel and railway undergo including riding on the straight track, passing through an arc or a wheel slip during braking.
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Telliskivi, Tanel. "Wheel-rail Interaction Analysis." Doctoral thesis, KTH, Machine Design, 2003. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-3532.

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A general approach to numerically simulating wear in rollingand sliding contacts is presented in this thesis. A simulationscheme is developed that calculates the wear at a detailedlevel. The removal of material follows Archard’s wear law,which states that the reduction of volume is linearlyproportional to the sliding distance, the normal load and thewear coefficient. The target application is the wheel-railcontact.

Careful attention is paid to stress properties in the normaldirection of the contact. A Winkler method is used to calculatethe normal pressure. The model is calibrated either withresults from Finite Element simulations (which can include aplastic material model) or a linear-elastic contact model. Thetangential tractions and the sliding distances are calculatedusing a method that incorporates the effect of rigid bodymotion and tangential deformations in the contact zone.Kalker’s Fastsim code is used to validate the tangentialcalculation method. Results of three different sorts ofexperiments (full-scale, pin-on-disc and disc-on-disc) wereused to establish the wear and friction coefficients underdifferent operating conditions.

The experimental results show that the sliding velocity andcontact pressure in the contact situation strongly influencethe wear coefficient. For the disc-on-disc simulation, therewas good agreement between experimental results and thesimulation in terms of wear and rolling friction underdifferent operating conditions. Good agreement was alsoobtained in regard to form change of the rollers. In thefull-scale simulations, a two-point contact was analysed wherethe differences between the contacts on rail-head to wheeltread and rail edge to wheel flange can be attributed primarilyto the relative velocity differences in regard to bothmagnitude and direction. Good qualitative agreement was foundbetween the simulated wear rate and the full-scale test resultsat different contact conditions.

Keywords:railway rail, disc-on-disc, pin-on-disc,Archard, wear simulation, Winkler, rolling, sliding

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Jon, Sundh. "On wear transitions in the wheel-rail contact." Doctoral thesis, KTH, Maskinkonstruktion (Avd.), 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-11563.

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Wear transitions in the wheel–rail contact are of increasing interest since the general trend in railway traffic is toward increased velocities and axle loads. Curving increases the risk of flanging, causing the contact to change from an almost pure rolling wheel tread–rail head contact to more of a sliding wheel flange–rail gauge contact on the high rail in curves. Under wheel flange–rail gauge contact conditions, wear transitions to severe or catastrophic wear will occur if the contact is improperly lubricated. Such a transition is the most undesirable transition in the wheel–rail contact, as it represents a very expensive operating condition for railway companies. The contact conditions responsible for this transition are very severe as regards sliding velocity and contact pressure, and thus place high demands on both the lubricant and the wheel and rail materials. The focus of this thesis is on the transitions between different wear regimes in a wheel–rail contact. Wear is discussed both in traditional tribological terms and in terms of the categories used in the railway business, namely mild, severe and catastrophic wear. Most of the work was experimental and was performed at the Royal Institute of Technology (KTH), Department of Machine Design. The effects of contact pressure, sliding velocity, and type of lubricant have been investigated, producing results that resemble those of other studies presented in the literature. The absence of research relating to the wheel flange–rail gauge contact is addressed, and it is concluded that a lubricant film must be present on rails in curves to prevent severe or catastrophic wear. The formulation of this lubricant can further increase its wear- and seizure-preventing properties. To obtain a deeper understanding of wear transitions, methods such as airborne particle measurement and electron microscopy have been used. Paper A presents the test methodology used to detect seizure and discusses the wear-reducing influence of free carbon in highly loaded contacts. Paper B presents the testing of seizure-initiating conditions for a range of environmentally adapted lubricants applied to wheel and rail materials; a transient pin-on-disc test methodology was used for the testing. Paper C presents the use of pin-on-disc methodology to study the wear-reducing effects of a wide range of lubricants. The best performing lubricant was a mineral oil containing EP and AW additives. Paper D relates wear rates and transitions to airborne particles generated by an experimentally simulated wheel–rail contact. The airborne particles generated varied in size distribution and amount with wear rate and mechanism. Paper E relates additional analysis techniques, such as FIB sectioning, ESCA analysis, airborne particle measurements, and SEM imaging of airborne wear particles, to the contact temperature.
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Books on the topic "Rail wheel friction and wear"

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L, Grassie S., ed. Mechanics and fatigue in wheel/rail contact: Proceedings of the Third International Conference on Contact Mechanics and Wear of Rail/Wheel Systems, Cambridge, U.K. July 22-26, 1990. Amsterdam: Elsevier, 1991.

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International Conference on Contact Mechanics and Wear of Rail/Wheel Systems (3rd 1990 Cambridge, UK). Papers presented at the ThirdInternational Conference on Contact Mechanics and Wear of Rail/Wheel Systems, Cambridge, UK, July 22-26, 1990. Edited by Dowson Duncan. Lausanne: Elsevier Sequoia, 1991.

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International Conference on Contact Mechanics and Wear of Rail/Wheel Systems (4th 1994 Vancouver, Canada). Papers presented at the 4th International Conference on Contact Mechanics and Wear of Rail-Wheel Systems, Vancouver, Canada, July 24-28, 1994. Edited by Kalousek J. Amsterdam: Elsevier, 1996.

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Wheel-Rail Rolling Contact & Its Application to Wear Simulation. Delft Univ Pr, 2002.

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Ghonem, H., and G. M. L. Gladwell. Contact Mechanics and Wear of Rail/Wheel Systems II: Proceedings. Univ of Waterloo Pr, 1987.

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Grassie, S. L. Mechanics and Fatigue in Wheel/Rail Contact: Proceedings of the Third International Conference on Contact Mechanics and Wear of Rail/Wheel Systems,. Elsevier Science Ltd, 1991.

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L, Gladwell G. M., Ghonem H. 1947-, and Kalousek Joseph, eds. Contact mechanics and wear of rail/wheel systems II: Proceedings of the international symposium held at the University of Rhode Island, Kingston, R.I., July 8-11, 1986. Waterloo, Ont: University of Waterloo Press, 1987.

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Book chapters on the topic "Rail wheel friction and wear"

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Ichiyanagi, Yosuke, Yohei Michitsuji, Akira Matsumoto, Yasuhiro Sato, Hiroyuki Ohno, Daisuke Yamaguchi, Masuhisa Tanimoto, Takuya Matsuda, and Takanori Matsumi. "Estimation of Friction Coefficient Between Outside Wheel Flange and Rail Considering Influence of Wheel/Rail Wear." In Lecture Notes in Mechanical Engineering, 649–59. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_76.

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Zhang, Jie, Guang-xu Han, Xin-biao Xiao, Rui-qian Wang, Yue Zhao, and Xue-song Jin. "Influence of Wheel Polygonal Wear on Interior Noise of High-Speed Trains." In China's High-Speed Rail Technology, 373–401. Singapore: Springer Singapore, 2017. http://dx.doi.org/10.1007/978-981-10-5610-9_20.

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Frischmuth, Kurt, and Dirk Langemann. "Distributed Numerical Calculations of Wear in the Wheel-Rail Contact." In System Dynamics and Long-Term Behaviour of Railway Vehicles, Track and Subgrade, 85–100. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-540-45476-2_6.

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Jendel, Tomas, and Mats Berg. "Prediction of Wheel Wear for Rail Vehicles — Methodology and Verification." In Solid Mechanics and Its Applications, 229–36. Dordrecht: Springer Netherlands, 2002. http://dx.doi.org/10.1007/978-94-017-1154-8_24.

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Arnold, Martin, and Helmuth Netter. "Wear profiles and the dynamical simulation of wheel-rail systems." In Progress in Industrial Mathematics at ECMI 96, 77–84. Wiesbaden: Vieweg+Teubner Verlag, 1997. http://dx.doi.org/10.1007/978-3-322-96688-9_8.

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Decroos, Kris, Jonathan Ceulemans, Bert Stallaert, and Tom Vanhonacker. "Wheel-Rail Contact Analysis with Emphasis on Wear (Measurements/Simulation)." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 259–66. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-70289-2_26.

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Galas, R., and M. Omasta. "The Effect of Friction Modifier on the Wheel-Rail Contact." In The Latest Methods of Construction Design, 133–38. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-22762-7_21.

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Croft, B. E., E. A. H. Vollebregt, and D. J. Thompson. "An Investigation of Velocity-Dependent Friction in Wheel-Rail Rolling Contact." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 33–41. Tokyo: Springer Japan, 2012. http://dx.doi.org/10.1007/978-4-431-53927-8_5.

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Zhou, Yu, Congcong Zhang, Xuwei Huang, and Dingren Sun. "Effect of the Influence Factors on Rail Head Checks Initiation and Wear Growth Under Wheel-Rail Stick-Slip Contact." In Lecture Notes in Mechanical Engineering, 735–43. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_85.

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Stock, R., M. Santoro, T. Makowsky, D. Elvidge, and P. Xia. "Friction Management as a Sustainable Solution for Controlling Noise at the Wheel-Rail Interface." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 723–34. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-73411-8_57.

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Conference papers on the topic "Rail wheel friction and wear"

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Blasko, Daniel S., J. David Cogdell, and Cameron P. Lonsdale. "Investigating Friction Modification and Potential Wear Reduction in the Railroad Wheel to Rail Contact." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63048.

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Reduced friction with top of the rail friction modifiers continues to be investigated for improved energy efficiency and reduction in lateral forces between railroad car wheels and the rail. Another benefit often not considered is the potential reduction in wear of both the wheel and the rail surfaces. This paper details the results of fundamental laboratory test work to compare dry contact condition with one where a “friction modifier” has been applied, to define the difference in the surface deterioration and wear. The basics of this wear testing are described, along with information on the materials used for the testing. The results show a very significant difference in friction coefficients and the wear characteristics, suggesting substantial benefit potential in both reduced rail wear and wheel tread wear. Selected wheel wear tests are discussed and historical wheel wear information is provided. Wheel life data for two North American coal freight car fleets are reviewed to point out the average mileage of wheels in service. The potential for increasing wheel wear life, and therefore potential cost savings, is highlighted. Finally, recommendations for future work are offered.
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Cummings, Scott, Tom McCabe, Glenn Guelde, and Dan Gosselin. "Brake Shoe Coefficient of Friction Variation." In ASME 2009 Rail Transportation Division Fall Technical Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/rtdf2009-18022.

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A series of dynamometer tests were conducted by the Wheel Defect Prevention Research Consortium (WDPRC) to quantify the amount of expected variation in brake shoe coefficient of friction (COF) and resulting wheel temperature throughout the life of an individual brake shoe. Variations in brake shoe COF within an individual railcar are one potential source of elevated wheel temperatures and thermal mechanical shelling (TMS) damage to the wheels. High friction composition and tread conditioning brake shoes were installed in the “as manufactured” condition with no wear-in or machining at the beginning of the test matrix which consisted of seventeen stop tests and twelve grade tests. For each brake shoe tested, the average COF and maximum wheel temperature were recorded during eleven identical light grade tests interspersed throughout the test matrix.
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Eadie, Donald T., Kevin Oldknow, Yasushi Oka, Ron Hui, Peter Klauser, and Matt Dick. "Effective Friction Control for Optimization of High Speed Rail Operations." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36010.

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Expected growth of High Speed Rail (HSR) in North America will in many instances involve operation on existing infrastructure, shared with other traffic. This will pose many challenges, not least of which will be wheel and rail wear, and ride quality. This paper addresses how effective friction control can be employed to mitigate these factors and provide an important tool to the designers of new systems. Case studies describe successful use of train mounted solid stick LCF flange lubrication on high speed trains in East Asia and Japan. In each case, higher speed train operation has involved operation on areas of track with greater curvature than usual on dedicated high speed track. Appropriately designed LCF systems provide an inherently very high level of reliability and very low flange wear rates. Use of dry thin film lubricant technology has advantages over use of liquid lubricants (oil and grease) which can experience splash and fling off at high train speeds. Train mounted solid sticks provide greater consistency / reliability and ease of maintenance compared with wayside gauge face lubrication. Complementing practical field experience, modeling studies are presented which show the potential of high performance flange lubrication to allow for additional flexibility in designing wheel profiles for high speed rail. The ideal profile will balance vehicle stability (benefiting from lower conicity) and curving performance (benefiting from higher conicity). In a high speed train with long wheel base and high suspension stiffness operating in areas with significant curvature, finding an appropriate compromise becomes even more challenging than usual. Controlling flange wear at low rates with highly effective solid stick lubrication offers the opportunity to use wheel profiles providing lower effective conicity and therefore better ride quality, without compromising wheel life. This approach will be practical only in a scenario where a very high reliability wheel / rail lubrication system is employed.
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Pan, Yu, Ahmad Radmehr, Ali Tajaddini, and Mehdi Ahmadian. "An Experimental Study of the Influence of the Amount of Top-Of-Rail Friction Modifiers on Traction." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58433.

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Abstract This study presents an experimental study of the effect of Top-of-Rail Friction Modifiers (TORFM) in quantities ranging from a small to a large amount on the progression of wheel-rail wear, using the Virginia Tech-FRA (VT-FRA) roller rig. TORFM behaves as a third body layer in between the wheel and rail and is applied to reduce wheel and rail wear while preserving a stable traction condition. An added benefit of TORFM is that it is estimated that it can reduce fuel consumption by controlling friction, although we are not aware of any proven data in support of this. Although widely used by the U.S. Class I railroads, there exists no proven method for determining, qualitatively or quantitatively, how the amount of TORFM and rail/wheel wear are related. Simply put, would increasing TORFM amount by a factor of two reduce wheel/rail wear and damage by one-half? How would such doubling effect traction or the longevity of TORFM on the wheel/rail surface? In this study, the VT-FRA roller rig is used to perform a series of tests under highly controlled conditions to shed more light on answering these questions. A series of controlled experiments are designed and performed in order to investigate the potential factors that may influence the traction performance. The wheel surface profile is measured by a high-precision, 3D, laser profiler to measure the progression of wheel wear for the duration of the experiments. The results indicate that it takes as much longer time for the traction force (traction coefficient) to reach a condition that is the same as the unlubricated rail, when compared between lightly-, moderately-, and heavily-lubricated conditions. The results further indicate that wear generation is delayed significantly among all lubrication conditions — even, the lightly-lubricated — when compared with the unlubricated conditions. A further evaluation of the results and additional tests are needed to provide further insight into some of the preliminary results that we have observed thus far.
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Radmehr, Ahmad, Karan Kothari, and Mehdi Ahmadian. "Evaluating the Effect of Natural Third Body Layers on Friction Using the Virginia Tech Roller Rig." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1292.

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In this study, the effect of natural third body layers on the coefficient of friction and contact forces is evaluated using the Virginia Tech-Federal Railroad Administration (VT-FRA) roller rig facility. The test rig allows us to precisely control the contacting surfaces to study its effect on the wheel-rail interface forces and moments. Experiments have shown while running the tests, a slight amount of wear occurs at the running surfaces. The worn material deposits at the surface and behaves like a “natural” third-body layer at the contact, resulting in changes in traction coefficient and creep forces. The material wear and its accumulation on the running surfaces change with wheel longitudinal load and creepage. A series of organized time-based experiments have been conducted with the running surfaces cleaned at the beginning of the test to study the effect of material wear accumulation on selected parameters including traction coefficient and creep forces over time. In order to highlight the effect of the natural third body layer on the wheel-rail contact forces, a series of experiments were conducted, in which the wheel and roller surfaces were cleaned in one case and left uncleaned in another. The results of the experiments are quite revealing. They indicate that when the running surfaces are cleaned after each test, the maximum creep force (or adhesion) is far lower than when the running surfaces are not cleaned, i.e., the natural third-body layer is allowed to accumulate at the surfaces. The results indicate that the wear debris act as a friction enhancer rather than a friction reducer.
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Cummings, Scott M., Patricia Schreiber, and Harry M. Tournay. "Parametric Simulation of Rolling Contact Fatigue." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74012.

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Simulations of dynamic vehicle performance were used by the Wheel Defect Prevention Research Consortium (WDPRC) to explore which track and vehicle variables affect wheel fatigue life. A NUCARS® model was used to efficiently examine the effects of a multitude of parameters including wheel/rail profiles, wheel/rail lubrication, truck type, curvature, speed, and track geometry. Results from over 1,000 simulations of a loaded 1,272 kN (286,000-pound) hopper car are summarized. Rolling contact fatigue (RCF) is one way that wheels can develop treads defects. Thermal mechanical shelling (TMS) is a subset of wheel shelling in which the heat from tread braking reduces a wheel’s fatigue resistance. RCF and TMS together are estimated to account for approximately half of the total wheel tread damage problem [1]. Other types of tread damage can result from wheel slides. The work described in this paper concerns pure RCF, without regard to temperature effects or wheel slide events. Much work has been conducted in the past decade in an attempt to model the occurrence of RCF on wheels and rails. The two primary methods that have gained popularity are shakedown theory and wear model. The choice of which model to use is somewhat dependent on the type of data available, as each model has advantages and disadvantages. The wear model was selected for use in this analysis because it can account for the effect of wear on the contacting surfaces and is easily applied to simulation data in which the creep and creep force are available. The findings of the NUCARS simulations in relation to the wear model include the following: • Degree of curvature is the single most important factor in determining the amount of RCF damage to wheels; • The use of trucks (hereafter referred to as M-976) that have met the Association of American Railroads’ (AAR) M-976 Specification with properly maintained wheel and rail profiles should produce better wheel RCF life on typical routes than standard trucks; • In most curves, the low-rail wheel of the leading wheelset in each truck is most prone to RCF damage; • While the use of flange lubricators (with or without top of rail (TOR) friction control applied equally to both rails) can be beneficial in some scenarios, it should not be considered a cure-all for wheel RCF problems, and may in fact exacerbate RCF problems for AAR M-976 trucks in some instances; • Avoiding superelevation excess (operating slower than curve design speed) provides RCF benefits for wheels in cars with standard three-piece trucks; • Small track perturbations reduce the overall RCF damage to a wheel negotiating a curve.
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Bernal, Esteban, Maksym Spiryagin, Sebastian Stichel, Nicola Bosso, Roger Lewis, Christopher Bosomworth, Qing Wu, and Colin Cole. "Friction-Slip Curves – The Pathway From Twin-Disc Tribo Measurements to Full-Scale Locomotive Multibody Simulations." In 2022 Joint Rail Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/jrc2022-84111.

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Abstract Locomotive multibody simulations are commonly used as a cost-effective tool to study, energy efficiency, wheel-rail wear, rolling contact fatigue, etc. The accuracy of the wheel-rail contact forces from multibody simulations depends on the correct modelling of the friction conditions. The friction coefficient is a function of the slip velocity, and it is influenced by several tribological parameters including, for example, material mechanical properties, environmental conditions and the presence of third body layers that vary spatially and temporally along the track. In most cases, generic friction-slip curves obtained from publications and public reports are used as inputs to the wheel-rail contact model in the locomotive simulations, as direct friction measurements using full-scale experimental set-ups are generally cost-prohibitive. A pathway to produce friction-slip curves from tribo-machine friction measurements is proposed in this paper. The pathway involves manufacturing discs from actual wheel and rail material samples to measure the traction coefficient at a spectrum of slip set points using a twin-disc tribo-machine. The tribo-machine results are scaled to be used in a locomotive multibody model that uses the modified Fastsim and a traction system co-simulation approach. Two friction curves for wet and dry conditions are processed and exemplified in a dynamic model.
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Shalygin, Mikhail, and Anna Vaschishina. "ANTI-FRICTIONAL LUBRICANT ADDITIVES FOR LOCOMOTIVE WHEEL FLUSH." In PROBLEMS OF APPLIED MECHANICS. Bryansk State Technical University, 2020. http://dx.doi.org/10.30987/conferencearticle_5fd1ed04995088.17668015.

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The article deals with the wear of the material of the wheel flange of the car when the train enters the curved section of the track. Some types of additives are presented and tested for wear in laboratory conditions. It has been found that the use of certain types of additives reduces the wear of the rail - flange friction pair. The release of diffusion-active hydrogen from the friction zone is shown. The results obtained allow us to assert that additives based on sulfo compounds contribute to a decrease in the wear of the friction surface of the ridge and lead to a decrease in the release of diffusion-active hydrogen from the friction zone.
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Pan, Yu, Timothy Mast, Carvel Holton, and Mehdi Ahmadian. "Performance Evaluation of a Novel Optical Sensing System for Detecting Rail Lubricity Conditions." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58435.

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Abstract This paper presents a laboratory evaluation of a novel optical sensing system mounted on a moving platform for detecting the presence and adequacy of Top-of-Rail (TOR) friction modifiers and flange greases. The friction modifiers are applied on the top of rail for managing the coefficient of friction to reduce wear while maintaining stable traction. Flange greases are intended to reduce wear that happens when wheel flange makes contact with the rail gage-face during curving. Additionally, friction modifiers and flange greases could influence fuel consumption. The U.S. railroads have made the application of TOR adopted on the mainlines. The tools, however, for evaluating the rail lubricity condition are limited and there is often uncertainty about the required or “optimal” amount of friction modifiers, except for the trained eye of the track engineer. The proposed sensing system provides an innovative non-contact method by using the optical laser’s reflective and scattering properties when directed at the rail surface to assess the friction modifiers’ conditions. In addition, the laser’s near-UV (Ultraviolet) wavelength is able to excite fluorescent elements in the flange grease and detect any top-of-rail contamination of grease that may exist. The design and working principles of the system are demonstrated and explained in this paper. Static and dynamic tests are performed in the lab under a controlled environment for various lubricity conditions, in order to experimentally validate and evaluate the performance of the optical sensing system. The lab evaluation indicates that the proposed optical sensing system is capable of successfully detecting the diverse lubricity conditions and shows a great potential to be widely tested and used in the field on revenue-service tracks.
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Radmehr, Ahmad, Arash Hosseinian Ahangarnejad, Ali Tajaddini, and Mehdi Ahmadian. "Investigating the Influence of Angle of Attack (Yaw) on Wheel-Rail Interface (WRI) Dynamics." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8040.

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Abstract The study provides an accurate measurement of the longitudinal and lateral traction under precisely controlled angles of attack conditions, using the Virginia Tech-Federal Railroad Administration roller rig (“VT-FRA roller rig”). The tests are performed under field-simulated conditions that allow wheel wear and accumulation of worn material at the running surfaces, with angles of attack (AOA) that represent both left- and right-hand curves. Because the roller rig allows testing under extreme conditions, AOAs as large as two degrees (0.035 radian) are evaluated for a scaled wheel with a nominal AAR-1B profile. It is observed that the longitudinal and lateral traction coefficients increase with increasing time, for all AOAs, but far more significantly for large AOA. The effect is nonlinear, meaning that for shallower (lower-degree) curves the friction effect is far less than for steeper (higher-degree) curves. It is further observed that the influence is asymmetric for right- and left-hand curves. The wheel taper introduces a lateral force that adds or subtracts (depending on the orientation of the curve) from lateral curving forces. The curving forces resulting from a positive AOA (corresponding to a left-hand curve) are less than those for negative AOAs, mainly due to the force offset due to the wheel taper.
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