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Journal articles on the topic 'Rail wheel friction and wear'
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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”.
2
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.
3
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.
4
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.
5
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.
6
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.
7
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.
8
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.
9
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.
10
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.
11
Aldajah, Saud, Oyelayo O. Ajayi, George R. Fenske, and Sudhir Kumar. "Investigation of Top of Rail Lubrication and Laser Glazing for Improved Railroad Energy Efficiency1." Journal of Tribology 125, no. 3 (June 19, 2003): 643–48. http://dx.doi.org/10.1115/1.1537745.
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Two new technologies have recently been developed that can help to solve some of the wheel rail contact problems. The first is a method of top of rail lubrication (TOR) or friction modification (FM). The second is a technique of laser glazing of steel rails. Both technologies help in reducing the friction, wear, and energy consumption in the wheel rail contact. This paper introduces the two technologies and presents some specific aspects of both methods. A 1:12 scale wheel/rail simulator (LA 4000) was used to study the potential of these two new technologies on energy savings. In order to develop an efficient top of rail lubrication system, all parameters affecting FM consumption rates have been studied. These parameters include speed, angle of attack, load and lubricant quantity. LA 4000 friction/wear studies were conducted to evaluate the effect of laser glazing and TOR lubricant on the lateral slip forces between a simulated wheel/rail. Three conditions under dry and lubricated environments were studied: unglazed wheel and an unglazed rail, an unglazed wheel against a glazed rail, and a glazed wheel against a glazed rail. The results of the tests indicate that the use of TOR and laser glazing does indeed reduce the lateral forces, which are an indirect measure of the damage caused to the wheel, rail and track.
12
Tong, Lifeng, Qingchuan Zou, Jinchuan Jie, Tingju Li, and Zhixin Wang. "Wear Behavior of Ductile Iron Wheel Material Used for Rail-Transit Vehicles under Dry Sliding Conditions." Materials 13, no. 12 (June 12, 2020): 2683. http://dx.doi.org/10.3390/ma13122683.
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A ductile iron wheel used for a rail-transit vehicle was treated with a recommended heat-treatment process. The ductile iron wheel after heat treatment was composed of graphite nodules and tempered sorbite with an area fraction of 98%. A friction test of the ductile iron and carbon steel wheel materials was systematically performed under different normal loads and sliding velocities. The results indicated that the wear mechanism of the ductile iron wheel changed from adhesion to abrasion with an increase in the normal load level. Adhesion was the main wear mechanism at different sliding velocities and normal load level. The impact of the normal load on the wear mechanism was greater than that of the sliding velocity. Since the ductile iron wheel material had excellent thermal property and higher carbon content, it exhibited a lower wear rate, a smaller difference value of the friction coefficient, and plastic deformation on the worn surface than those of the carbon steel wheel material. This indicates that ductile iron wheels may have a longer wear life, greater traction, and higher stability during operation than carbon steel wheels. The iron wheels have the potential for being applied in rail-transit vehicles.
13
Hovorukha, Volodymyr, Andrii Hovorukha, and Yurii Makarov. "Research on the dynamic processes of vehicles and an arbitrary configuration rail track, influencing the side wear of the rail head and wheel flange contact surfaces at different values of friction coefficient between them." IOP Conference Series: Earth and Environmental Science 970, no. 1 (January 1, 2022): 012029. http://dx.doi.org/10.1088/1755-1315/970/1/012029.
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Abstract The paper studies the influence of the friction coefficient value between the rail heads and wheel flanges on the side wear between their surfaces, depending on the dynamic processes between the vehicles and the rail track of an arbitrary configuration. Research is aimed at reducing the rate of the side parts mutual wear of the rail heads and the wheel flanges of the vehicle running gears. It has been determined that a decrease in the friction coefficient in the range from 0.25 to 0.05 leads to a decrease in the indicators of side surfaces wear of the wheel flanges and rail heads by 3.5-4.5 times and an increase in the stability margin coefficient against wheel derailment of the moving vehicle running gear by 1.3-1.5 times. It has been revealed that the dynamic qualities of moving vehicles when using a continuous welded track and elongated rails, compared with the presence of butt joints on the track, decrease by 15-56%, and the stability and traffic safety indicators improve by 19-26%. The research results are provided for use in the underground, open-cut and rail transport to increase the operational life and traffic safety in transport.
14
Liu, Wei, Weihua Ma, Shihui Luo, and Yuan Tian. "The mechanism of wheelset longitudinal vibration and its influence on periodical wheel wear." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 2 (September 30, 2016): 396–407. http://dx.doi.org/10.1177/0954409716671550.
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This study investigates the mechanism of wheelset longitudinal vibration and its influence on wheel periodical wear. A longitudinal wheel/rail friction model was created after analyzing the characteristics of wheel/rail longitudinal friction that fit our study. This friction model is then incorporated into a vibration analysis of a wheelset coupled with a single-wheelset longitudinal dynamical model. The response of the single-wheelset system both considers the effects of track excitation and small randomly varying velocity, and the wheelset longitudinal random vibration process is held constant. Meanwhile, from the micro perspective, wheelset longitudinal vibration will cause changes of wheel/rail contact parameters mainly in the natural frequency which will cause periodical wear. Such wear is due to the natural frequency of wheelset longitudinal vibration being the same or doubled.
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Petrushin, A. D., O. L. Ignat’Ev, and D. V. Glazunov. "Device for lubrication of open friction units." Vestnik of the Railway Research Institute 76, no. 6 (December 28, 2017): 348–53. http://dx.doi.org/10.21780/2223-9731-2017-76-6-348-353.
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The article considers the problem of increased wear of the wheel-rail pair. An effective solution to this problem is the use of technical means of lubrication, which ensure a reduction in the wear rate of the crests of rolling stock wheels. Based on the survey of modern foreign and domestic lubrication devices and technologies, the main types of flange lubrication systems are identified: onboard (on rolling stock), track stationary, mobile rail-lubricators. The main shortcomings of the existing lubrication systems have been identified: the complexity of the construction of flange lubrication systems, the accuracy of lubricant application on the wheel flange, the lack of control over the serviceability of equipment (onboard and stationary combs), the lack of free paths in the graph for skipping mobile rail-lubricators, especially on single-track line considering the low speed of their operation. These drawbacks lead to the conclusion that at present there are no lubrication technologies that fully meet the conditions of the wheel-rail pair operation. A developed device is proposed that allows accurately applying a lubricant in the form of a solid lubricating element to the wheel flanges of the rolling stock and to provide an automated supply of lubricant in the temperature range of the operation of the rolling stock flanges. Authors described the mechanism of operation of the proposed device for lubricating the wheel flange, which ensures the flow of solid lubricant to the interacting surfaces.
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Suparno, Joko, Dimas Ardiansyah Halim, Junaidi, Ady Setiawan, Marwan Effendy, and J. Jamari. "Graphite as Dry Lubricant to Reduce Rail Wheels Wear Level." Materials Science Forum 961 (July 2019): 126–33. http://dx.doi.org/10.4028/www.scientific.net/msf.961.126.
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Wear occurs in rail wheels due to varying surface contact between wheel and railway. Many materials are used to minimize the wear effect of friction, one of which is graphite. Graphite has been known having dry lubricating ability. To find out the effect of graphite lubrication on wear level of wheel and railway, an experiment-based research is important to conduct. This research started with designing the construction of disc-on-disc wear testing instrument, wheel specimen using EMS45 material and railway specimen using VCL140 material. Dry lubricant used was graphite bar polished onto wheel specimen surface. The result of research showed that graphite could adhere to wheel surface and penetrate into the fissures of contact between wheel and railway. Varying graphite polishing conducted once in 5 minutes and 10 minutes resulted in different volume of graphite filling in the fissures of wheel specimen surface. The more the graphite volume polished onto wheel specimen surface, the less is the material loss due to surface contact. Graphite’s ability of filling in this contact area fissure when administered in appropriate volume would enable graphite to be a good dry lubricant. If this graphite polishing technique is applied to rail wheels, it would be beneficial, as it can lengthen the wheel life.
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Ishida, Makoto. "History of Mitigating Rolling Contact Fatigue and Corrugation of Railway Rails in Japan - Review." EPI International Journal of Engineering 1, no. 2 (November 20, 2018): 13–24. http://dx.doi.org/10.25042/epi-ije.082018.02.
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Rail is the one of the most important materials to support and guide railway vehicles safely and smoothly. Since rail suffers from variousinteracting forces and environmental atmosphere, wear and fatigue pose large problems with wheel and rail. Hence, wear and fatigue ofwheel and rail have been studied so far to keep running safety and some level of riding comfort of vehicle taking into account trackmaintenance cost in the world. In this review, the history of theory and practice of rail maintenance in Japanese railways is describedfocusing on rolling contact fatigue (RCF) corrugation of rails caused by dynamic rolling friction at wheel/rail interface. In particular, “squat”mainly callled in UK or “rail surface shelling” called in Japan which is one of typical fatigue phenomenon for steel wheel-on-rail system andrail corrugations caused by dynamic lateral friction and vertical loading at sharp curves and/or long wavelength of rail corrugation causedby longitudinal roll-slip or stick-slip excited by the resonance of unsprung mass of bogie vertical vibration supported by track stiffness. Inaddition, the practice of countermeasure for RCF defect of squat, preventive grinding, and countermeasure for top of low rail corrugation,top of low rail lubrication “Friction Moderating System” are described. Also, the possibility of preventing long wavelength of rail corrugationformed in tangential track in undersea tunnel (salty water) enviornment is described.
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Sachin, Rabesh Kumar Singh, and Anuj Kumar Sharma. "A Pin-On-Disk Study of Rail and Wheel in Dry and Mist Environments." E3S Web of Conferences 309 (2021): 01213. http://dx.doi.org/10.1051/e3sconf/202130901213.
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The railways operate in various varying environmental conditions. The working environments affects the tribology of the rail and wheel contact. Therefore, the tribological properties of rail and wheel contact become important to study in these conditions. Commonly, rail and wheel contact functions under mist and wet conditions. The present study is conducted to analyse the behaviour of friction force and wear under dry, water with MQL and wet condition. The MQL is used to generate the mist condition. The study is performed on pin-on-disk tribometer in which pin is made of rail track material and disk is made of wheel material. From the experiments it was found that the friction force and wear both decreases significantly for mist condition as compared to dry condition and is least for wet condition. It was also noted that if load is increased the friction force and wear depth are also increases under all three conditions.
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SHIMANOVSKY, Alexandr O., Marina G. KUZNIATSOVA, and Volha U. DZEMYANCHUK. "COMPUTER MODELING OF INTERACTION DYNAMICS OF THE RAILWAY CAR WHEELSET WITH BRAKING SHOES." Mechanics of Machines, Mechanisms and Materials 4, no. 57 (December 2021): 48–55. http://dx.doi.org/10.46864/1995-0470-2021-4-57-48-55.
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The paper considers the problem of keeping cars from rolling away on station railway tracks with a permissible slope of 0–2.5 ‰. The study presents the computer simulation results for the dynamic interaction of wheels with brake shoes installed on rails in the process of stopping a freight train car using standard brake shoes in the MSC.ADAMS engineering software package. In this case, various properties of the rail surface were taken into account, simulating favorable and unfavorable conditions for contact between the wheel, brake shoe and rail at braking due to both weather conditions and the peculiarities of station tracks location and operation. The interaction of the car wheels with the maximum axle load and the station brake shoes installed on the rails was studied at different initial velocities of the vehicle movement, as well as when it is at rest on tracks with the permissible slope under the conditions of ensuring the minimum friction between the wheel and the rail, as well as the interaction of rail and shoe was analyzed, which corresponds to the presence of the train on oily rails. It is demonstrated that it is not always possible for one brake shoe put on the oily rail to hold the train moving with the initial velocity more than 0.5 m/sec. Under other conditions of the wheel-brake shoe collision, the problem of keeping the train on the rails is also possible, due to such random factors as lateral wind load, rail icing, wear and deformation of the wheel surface and brake shoe, which reduce the dynamic friction coefficient between the contacting surfaces.
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Kosarchuk, Valerii, Mykola Chausov, Andrii Pylypenko, Volodymyr Tverdomed, Pavlo Maruschak, and Abdellah Menou. "Nanopowders of Different Chemical Composition Added to Industrial Lubricants and Their Impact on Wear Resistance of Steel Friction Pairs." Lubricants 10, no. 10 (September 29, 2022): 244. http://dx.doi.org/10.3390/lubricants10100244.
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The authors have previously proposed and tested a method for increasing the wear resistance of heavy-loaded friction pairs by saturating industrial lubricants with the metallic nanopowder of the friction pair’s component that has a lower hardness. To confirm the effectiveness of this concept, this paper presents the results of experimental investigations into the tribological characteristics of two medium carbon steels (rail steel K74 and structural steel 20) during sliding friction. Friction surfaces lubricated with compositions based on the Bio Rail industrial lubricant were saturated with nanopowder additives of copper, carbon, and magnesium alloy, as well as K74 and 20 steels. The research findings indicate that lubricants saturated with nanomaterials of K74 and 20 steels help achieve the highest wear resistance, as compared to lubricants based on pure grease and lubricating compositions based on copper, magnesium alloy and carbon powders. The test results confirmed that the mean friction coefficient of the rail steel remained at the level of 0.25 for three hours of operation, which is optimal for the “wheel–rail” friction pair. The proposed method of manufacturing lubricating compositions can be used to improve the efficiency of lubrication of railway rails and rolling stock wheels.
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Karpushchenko, Nikolay, and Pavel Trukhanov. "Mechanical and mathematical model for estimating the wear rate of the side face of rails." MATEC Web of Conferences 239 (2018): 05007. http://dx.doi.org/10.1051/matecconf/201823905007.
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The paper presents a mechanical and mathematical model for estimating the wear of rails in the form of a generalized indicator called the wear factor, which includes the total relative sliding caused by turning the truck when entering the curve and rotating the wheel. The wear factor also includes the normal pressure at the point of contact between the wheel flange and rail, the contact area, the friction coefficient, and the coefficient that takes into account the wobble of wheel sets.
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Liu, Peijie, Yanming Quan, Junjie Wan, and Lang Yu. "Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition." Metals 10, no. 4 (April 3, 2020): 472. http://dx.doi.org/10.3390/met10040472.
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To guarantee the smooth operation of trains, rail grinding and wheel turning are necessary practices to remove surface defects. Surface integrity of machined wheel/rail materials is significant to affect their tribological performance. In this paper, firstly, the wheel specimens were turned by a CNC lathe and the rail specimens were ground by a cylindrical grinding machine with various machining parameters. Then, the wear and damage behavior of the machined wheel/rail discs was systematically investigated via a twin-disc wear testing apparatus under dry rolling-sliding condition. The experimental results show that the surface hardness of rail discs after machining is slightly higher than that of wheel discs, while the surface roughness and plastic deformation layer of wheel discs are much larger than those of rail discs. The surface hardness increase degree of rail discs and their thickness of plastic deformation layer are greater than those of wheel discs after the rolling-sliding test. The wear loss of wheel discs is much larger than that of rail discs. Surface roughness, hardness and plastic deformation layer of wheel/rail discs after machining exert a comprehensive effect on the wear behavior, and friction pair with appropriate original surface hardness and roughness generates the smallest amount of wear loss.
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Belikov, A., K. Kreknin, Z. Matsuk, and V. Protsiv. "Lubricants for rail transport liquid (plastic) for friction pair “wheel – rail”." Naukovyi Visnyk Natsionalnoho Hirnychoho Universytetu, no. 1 (February 28, 2022): 63–68. http://dx.doi.org/10.33271/nvngu/2022-1/063.
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Purpose. To formulate the requirements for the basic properties of lubricants suitable for use in the systems of on-board lubricators of rail vehicles. To develop a generalized algorithm for controlling the devices of the lubrication system of rail vehicles and to propose a method for controlling the lubrication system of the wheel flanges of a rail vehicle, which makes it possible to turn on the system in advance in order to prevent an increase in the interaction forces of the wheel flanges and rails during the entry to the curved section of the rail track, as well as on the turnouts. Methodology. Research methods include statistical analysis of the results of experimental tests of the properties of existing and proposed lubricants on the STs-2 friction machine and in the conditions of real operation of the rolling stock of JSCUkrzaliznytsia. Findings. Based on the results of operational tests, it was found that Relsol-M lubricant, which is regenerated, homogenized and modified with solid lubricating impurities, even with an expired shelf life, retains and demonstrates the transfer effect on all wheels of the VL11m/6 locomotive, and also slows down the wear rate of the combs of the wheel rims which were not chiseled during the tests by 3.57 times and the combs of the bandages which were chiseled during the tests by 4.25 times. Mariol NT demonstrated the effect of reducing the intensity of wear processes of the ridges of locomotive tires in the mode of freight traffic in relatively light track conditions by 2.5 times, and in more difficult road conditions by 5 times. Originality. Requirements for the basic properties of lubricants, which are suitable for use in on-board lubricator systems of rail vehicles, have been formulated. Practical value. A generalized algorithm for controlling the lubrication system of railway rolling stock is developed and a method for controlling the lubrication system of the flanges of the rail rolling stock is proposed, which makes it possible to turn on the lubrication system in advance when a rail vehicle enters a curved section of the track, as well as a turnout.
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Goo, Byeong-Choon, Jung-Won Seo, and Young-Jin Lee. "Effect of Welding Polarity on Mechanical Properties of Submerged Arc Welded Railway Vehicle Wheels." Metals 12, no. 8 (August 19, 2022): 1381. http://dx.doi.org/10.3390/met12081381.
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When a railway vehicle moves on a curved rail, sliding contact between the rail head side and wheel flange causes wear on the wheel flange. Traditionally, a wheel with thinned flange is machined to get a minimum flange thickness specified for structural safety. This operation reduces the rim thickness and shortens the life of the wheel. In the present study, the thinned flanges were hard-faced by submerged arc welding. A welding wire, which has good weldability to the base material of the wheel and does not generate thermal cracking, was developed. The effects of welding polarity on the microstructure, hardness, friction coefficient, and wear characteristics of the welded wheel were studied. The hardness of the wheel welded with reverse polarity was similar to that of welded with straight polarity. The wear rates of the wheel disc welded with reverse polarity and its counterpart rail disc were 11% and 27% lower than those welded with straight polarity. Delamination wear due to subsurface crack propagation and oxidation wear were mixed. The hardness of the rail before the wear test was in the range of 250–300 HV. After the wear test, it soared to 500 HV.
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Trummer, Gerald, Zing Siang Lee, Roger Lewis, and Klaus Six. "Modelling of Frictional Conditions in the Wheel–Rail Interface Due to Application of Top-of-Rail Products." Lubricants 9, no. 10 (October 8, 2021): 100. http://dx.doi.org/10.3390/lubricants9100100.
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The coefficient of friction between a wheel tread and the top of the rail should be maintained at intermediate levels to limit frictional tangential contact forces. This can be achieved by applying top-of-rail products. Reducing the coefficient of friction to intermediate levels reduces energy consumption and fuel costs, as well as damage to the wheel and rail surfaces, such as, e.g., wear, rolling contact fatigue, and corrugation. This work describes a simulation model that predicts the evolution of the coefficient of friction as a function of the number of wheel passes and the distance from the application site for wayside application of top-of-rail products. The model considers the interplay of three mechanisms, namely the pick-up of product by the wheel at the application site, the repeated transfer of the product between the wheel and rail surfaces, and the product consumption. The model has been parameterized with data from small-scale twin disc rig experiments and full-scale wheel–rail rig experiments. Systematic investigations of the model behaviour for a railway operating scenario show that all three mechanisms may limit the achievable carry-on distance of the product. The developed simulation model assists in understanding the interplay of the mechanisms that govern the evolution of the coefficient of friction in the field. It may aid in finding optimal product application strategies with respect to application position, application amount, and application pattern depending on specific railway operating conditions.
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Deters, Ludger, and Matthias Proksch. "Friction and wear testing of rail and wheel material." Wear 258, no. 7-8 (March 2005): 981–91. http://dx.doi.org/10.1016/j.wear.2004.03.045.
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Seo, Jung Won, Hyun Kyu Jun, Seok Jin Kwon, and Dong Hyeong Lee. "Rolling Contact Fatigue and Wear Behavior of Rail Steel under Dry Rolling-Sliding Contact Condition." Advanced Materials Research 891-892 (March 2014): 1545–50. http://dx.doi.org/10.4028/www.scientific.net/amr.891-892.1545.
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Rolling contact fatigue and wear of rails are inevitable problems for railway system due to wheel and rail contact. Increased rail wear and increased fatigue damage such as shelling, head check, etc. require more frequent rail exchanges and more maintenance cost. The fatigue crack growth and wear forming on the contact surface are affected by a variety of parameters, such as vertical and traction load, friction coefficient on the surface. Also, wear and crack growth are not independent, but interact on each other. Surface cracks are removed by wear, which can be beneficial for rail, however too much wear shortens the life of rail. Therfore, it is important to understand contact fatigue and wear mechanism in rail steels according to a variety of parameters. In this study, we have investigated fatigue and wear characteriscs of rail steel using twin disc testing. Also the comparative wear behavior of KS60 and UIC 60 rail steel under dry rolling-sliding contact was performed.
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Wang, Cai Yun, Peng Shen, Wen Zhong, and Qi Yue Liu. "Numerical and Experiment Analysis of Rail Wear." Advanced Materials Research 189-193 (February 2011): 697–702. http://dx.doi.org/10.4028/www.scientific.net/amr.189-193.697.
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The rolling contact wear is a severe problem and meets with much widespread interest in the world. This paper describes an numerical method and simulation experiment investigation on the rail wear affected by the curve radius and axle load etc. The creep force ,stick/slip areas of contact particles, and friction work of wheel/rail in static condition 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. The results of numerical and experiment indicates that with the decreasing of curve radius and the increasing of axle load, the wear value of rail increase nonlinearly, especially in the condition of the curve radius is less than 1200m,the wear value of rail increase rapidly. And with the decrease of curve radius, the maximum slippage decrease gradually, and the stick areas decrease while the slip areas increase. The growth speed of friction work of wheel/rail in the condition of smaller curve radius and heavier axle load is faster than in the condition of larger curve radius (straigth line) and lighter axle load.
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Wei, Yunpeng, and Yaping Wu. "Experimental Study on Damage of the Rail/wheel Sliding Contact Surface in Heavy-haul Railway." Journal of Physics: Conference Series 2381, no. 1 (December 1, 2022): 012085. http://dx.doi.org/10.1088/1742-6596/2381/1/012085.
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Abstract Heavy-haul railway plays very important roles in transportation of bulk goods because of their special advantages. Heavy-haul trains can cause obvious damage to the rail/wheel contact surface when starting or braking. In this paper, a new rail/wheel friction testing machine is designed and built, and the damage characteristics of the contact surface during rail/wheel sliding contact are studied. The experimental results show in the process of sliding contact, a large amount of grooves can be seen on the wheel surface and are becoming more obvious with the increase of loads and speeds. On the rail surface, there are various types of damages, including adhesion, spalling, grooves, corrosion, etc., which are closely related to cracks. The results also indicate the wheel wear amount gradually increases with the growth of loads and speeds. However, the rail wear amount varies greatly, which is related to the adhesion of wear particles.
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Rafał Melnik, Andrzej Chudzikiewicz, Seweryn Koziak, Michał Opala, and Ján Dižo. "Dynamic Properties and Wear Analysis of a Rail Vehicle with Wheels’ Self-Lubricating Coatings." Communications - Scientific letters of the University of Zilina 23, no. 1 (October 30, 2020): B22—B32. http://dx.doi.org/10.26552/com.c.2021.1.b22-b32.
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The problem of wheel and rail wear in railway transport generates costs of reprofiling and availability of vehicles and infrastructure. One of the possibilities of wear minimizing is decreasing of the friction coefficient in wheel-rail contact by means of lubricants. Such a solution has drawbacks from which the most crucial are: decrease of tractive/braking forces and difficulties with the precise spreading of the lubricant. These disadvantages may be avoided by modern, innovative self-lubricating coatings, applied at the production stage on the wheel flanges. The aim of the study is to investigate the effect of self-lubricating coatings on a rail vehicle's dynamic behaviour, safety against derailment and predicted wheel wear. The numerical study was performed using the wagon multibody model with simulated self-lubricating coating on wheel flanges.
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Kumar, S., and S. P. Singh. "Threshold Stress Criterion in New Wheel/Rail Interaction for Limiting Rail Damage Under Heavy Axle Loads." Journal of Engineering for Industry 114, no. 3 (August 1, 1992): 284–88. http://dx.doi.org/10.1115/1.2899793.
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This paper presents a qualitative discussion of the effects of increasing new (initial) wheel-rail contact stresses on the degree of damage to the rail due to heavy axle loads. The importance and need of heavy axle loads and its relationship to rail damage as a result of the increasing wheel-rail contact stresses is discussed. Various mechanisms of energy absorption/losses due to free rolling and modes of rail damage are presented. These modes include surface and internal damage due to wear, contact shear, plasticity, fatigue, shelling, crack formation, etc. The concept of threshold stress observed in free rolling friction much earlier by Drutowski is discussed and analyzed. It is believed by the authors that the threshold stress is s material property. This concept of threshold stress, based on sharply increased rates of wear in free rolling contact, is then presented and analyzed. Considerations of increased plasticity-region development, due to increasing contact stresses and their relationship to increased rates of wear seen in experiments, is utilized to determine an upper bound of contact stresses for new wheel and rail under heavy axle load conditions. It is indicated that new wheel-rail profiles, which will achieve contact stresses below the threshold stress, will enable the U.S. railroads to carry heavy axle loads without serious future damage to the rails. It is concluded that a satisfactory solution for maintaining rail integrity under heavy axle loads is possible with proper design accompanied with laboratory experimentation for the new steels as they may be used in the rails.
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Chudzikiewicz, Andrzej, Rafał Melnik, and Ignacy Góra. "Wheelsets’ self-lubricating coatings in terms of rail vehicle dynamic properties." WUT Journal of Transportation Engineering 124 (March 1, 2019): 19–30. http://dx.doi.org/10.5604/01.3001.0013.6631.
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Exploitation of railway vehicles, especially in the case of goods transport, on lines with small-radius curves, results in accelerated wear of wheel profiles and rails in curves. This results in increased operating costs and can lead to derailments on such the lines. One of the ways to reduce these negative effects and to improve the wheel-rail interaction in sharp curves is to cover the surface of the wheel flange with coatings of materials with self-lubricating properties. Covering the wheel flange surface with a suitable coating reduces friction coefficient in case of flange-rail head interaction. However, there is a question about the effect of the self-lubricating layer on the safety of the vehicle. The paper presents the results of simulation analysis of dynamic behavior of a two-axial coal wagon with a modeled self-lubricating coating and its effect on wheel wear.
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Kargapoltsev, S. K., P. V. Novoseltsev, and Y. V. Kuptsov. "RAIL CORRUGATION IN THE PROCESS OF BRAKING." World of Transport and Transportation 15, no. 5 (October 28, 2017): 46–53. http://dx.doi.org/10.30932/1992-3252-2017-15-5-4.
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[For the English abstract and full text of the article please see the attached PDF-File (English version follows Russian version)].ABSTRACT It was found in the course of the study that oscillations of the vehicle wheelset’s angular velocity during braking should be recognized as the principal cause of rail corrugation. Over a single period, two alternating events occur: an elastic interaction between the wheel and the rail, and their slipping relative to each other causing friction and formation of a valley. The wavelength of corrugation wear increases with the increase of the train speed and the value of the braking torque. In order to reduce the intensity of wear, the track stiffness should be increased, the braking torque reduced, and the suspension’s parameters optimized. Keywords: railway, rail corrugation wear, wheelset, adhesion coefficient, braking torque, track longitudinal stiffness, angular velocity, wheel slip, friction.
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Aceituno, Javier F., Pu Wang, Liang Wang, and Ahmed A. Shabana. "Influence of rail flexibility in a wheel/rail wear prediction model." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 1 (August 5, 2016): 57–74. http://dx.doi.org/10.1177/0954409715618426.
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The aim of this paper is to study the influence of rail flexibility when a wheel/rail wear prediction model that computes the material loss based on an energy approach is used. The wheel/rail wear model used in this investigation is a simplified combined wear hypothesis that is based on the frictional energy loss in the contact patch. In order to account for wear and its distribution in a profiled wheel surface, the contact forces, creepages and location of the wheel/rail contact points are first calculated using a fully nonlinear multibody system (MBS) and three-dimensional contact formulations that account for the rail flexibility. The contact forces, creepages and contact point locations are defined as nonlinear functions of the rail deformations. These nonlinear expressions are used in the wear calculations. The wear distribution is considered to be proportional to the normal force in the contact area. Numerical simulations are first performed in order to compare between the results obtained using the simplified wheel/rail wear model and the results obtained using Archard’s wear model with a focus on sliding when the track is modeled as a rigid body. This simplified wear model is then used in the simulation of the MBS vehicle model in the case of a flexible body track, in which the rails are modeled using the finite element floating frame of reference approach and modal reduction techniques. The effect of the rail deformation on the wear results are examined by comparing these results with those obtained using the rigid-body track model.
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Wen, XiaoXia, ZiXue Du, and Liang Chen. "Optimization research on arc height of running surface based on reducing partial wear of straddle-type monorail vehicle running wheel tire." Advances in Mechanical Engineering 13, no. 10 (October 2021): 168781402110534. http://dx.doi.org/10.1177/16878140211053418.
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This article proposes an ideal of reducing the partial wear of the running wheels by optimizing the arc height of the running surface to improve the wheel-rail contact state. To realize this idea, two kinds of concave and convex running surfaces were designed, the “running wheel-rail beam” finite element model of three kinds of rail surfaces of concave, convex, and plane were established. Taking the arc height of the running surface as the design variable, the total friction work and the friction work deviation (FWD) value as the dual optimization goal, an optimization model of arc height of running surface was established based on finite element model and multidisciplinary optimization platform Modefrontier. An improved genetic algorithm was used and an co-simulation optimization mode was put forward in the optimization. The optimization results show that when the concave height of the inner running surface is 22.62 mm, the total friction work and the FWD values are reduced by 11% and 11.8% respectively; When the convex height of the outer running surface is 11.81 mm, the objection values are reduced by 4.9% and 32.1% respectively. An ideal running surface was obtained and the life of the running wheel was extended by the research.
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Yu Konyukhov, V., D. N. Permyakova, and T. A. Oparina. "Perspective for the use of industrial waste in lubricating compositions to reduce wear in friction pairs." Journal of Physics: Conference Series 2061, no. 1 (October 1, 2021): 012046. http://dx.doi.org/10.1088/1742-6596/2061/1/012046.
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Abstract The article presents an analysis of the mechanisms of lubricating action used to reduce the wear of rails and wheels. A review of lubricant compositions that increase the service life of the wheel-rail pair showed that graphite is the main filler used to create rail lubricants. Since the production of synthetic graphite requires high energy costs, this material is relatively expensive. Replacing graphite with cheaper analogs will help reduce the cost of operating rails without losing lubricating properties in friction pairs. Today, there are many lubricant compositions. Many of them require experimental research since they are based only on theoretical knowledge in the field of tribology. In addition, the adhesion properties of a wheel to a rail depend not only on the action of the lubricant but also on weather and climatic conditions. When choosing a rational lubricant, it is worth focusing on a set of factors, and not only on the properties of an individual filler. The data obtained in theoretical analysis cannot always be verified experimentally. The reasons may be economic inexpediency, the complexity of experimental research, or lack of time. The analysis carried out in the course of this work showed that the study of the effect of lubricant components could be optimized using mathematical and digital modeling. The application of these methods will help to select a rational area for research, simulate the behavior of lubricants containing production wastes, and make the mathematical forecast of the operation of friction pairs more accurate.
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Demchenko, V., and O. Demchenko. "INFLUENCE OF WHEEL PROFILE AND HARDNESS ON TRACK STABILITY WITH DIFFERENT STRUCTURE STRUCTURES." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies" 1, no. 40 (December 28, 2022): 121–30. http://dx.doi.org/10.32703/2617-9040-2022-40-10.
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For the preparation and during the execution of the work, experimental and theoretical studies were carried out on the influence of the state of the rolling surface profile of the wheelset on the level of interaction forces between the elements of the rail track and rolling stock in operation on the railways of Ukraine. Approaches to modeling the influence of the rolling surface profile of wheelsets on the stability of the wheelset movement and force interaction with the rail track were further developed. Experimental studies of the wear of the rolling surface of wheelsets of rolling stock were carried out, the intensity of their wear depending on the mileage of the locomotive was investigated. Studies of the influence of technical characteristics of hardness in the interaction of rail and wheel and their impact on the service life on the railways of Ukraine are analyzed. After the beginning of operation of wheelsets with increased hardness value, the optimal ratio of hardness of rail and wheel steel was violated. From various sources on the interaction of rails and wheels it is known that the best wear resistance in a friction pair is shown by metals with approximately the same hardness. Based on the data obtained, their analysis was carried out with the development of recommendations for further operation.
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Fidrovska, Nataliia, Evgen Slepuzhnikov, Roman Ponomarenko, and Dmytro Kozodoi. "EXPERIMENTALSTUDY OF DYNAMIC EFFORTS DURING THE OPERATION OF THE MECHANISM OF MOVEMENT OF THE CARGO TROLLEYOF AN OVERHEAD CRANE." Collected scientific works of Ukrainian State University of Railway Transport, no. 195 (September 29, 2021): 60–69. http://dx.doi.org/10.18664/1994-7852.195.2021.241092.
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The article deals with the determination of the dynamic loads arising in the running wheels of a conventional (standard) and modernized design during the movement of the cargo carriage of an overhead crane. The redesigned wheel has an insert made from 7-7130 rubber compound. Also, a method for diagnosing running wheels of conventional and modernized design was determined.
The ZETLAB program was chosen as a program for signal registration and analysis. This program allows not only displaying the signal in real time with the possibility of scaling, but also allows you to digitize the signal with the possibility of further processing the results in various standards.
Finding out the occurrence of a defect in wheels and rails is mainly carried out by two methods, when shock pulses appear and according to an increased background of vibration. In practice, there is a process of "dry" rolling friction, and this means that the method of shock pulses for diagnosing the condition of wheels and a rail track can be used only in some cases in the form of extreme wear of the friction pairs of a wheel and a rail. That is, the method of spectral analysis of fluctuations in the power of random vibration can be successfully applied to diagnose the state of the rail track and crane wheel.
The diagnostic method based on the overall vibration level allows for an overall assessment of the technical condition. Such diagnostics makes it possible to identify defects only at the very last stage of development, when they lead or have already led to partial destruction of the rolling surface of the wheel and the surface of the rail, that is, to an increase in the overall level of vibration.
The performance evaluation criteria are fully focused on the corresponding standard vibration levels for the investigated friction pair. A friction pair is considered to be defective, the vibration of which exceeds the general standard. When determining an increased overall level of vibration, maintenance personnel must make a decision to replace parts or a unit to prolong its operation.
The results obtained indicate the advisability of using the wheels of the modernized design on the cargo carriage of an overhead crane.
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Deters, L., and M. Proksch. "Friction Behaviour and Wear Properties of Rail and Wheel Material." Materialwissenschaft und Werkstofftechnik 34, no. 1011 (October 2003): 953–59. http://dx.doi.org/10.1002/mawe.200300682.
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Vélez, Juan Camilo, Jesús Antonio Carlos Cornelio, Robinson Buitrago Sierra, Juan Felipe Santa, Lina Marcela Hoyos-Palacio, Roman Nevshupa, and Alejandro Toro. "Development of a composite friction modifier with carbon nanotubes for applications at the wheel–rail interface." Advanced Composites Letters 29 (January 1, 2020): 2633366X2093001. http://dx.doi.org/10.1177/2633366x20930019.
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Wear of wheels and rails is a major problem in railway transportation industry. Solid lubricants constitute a cost-efficient alternative to control wear and friction at the wheel–rail interface, especially when a fine-tuned balance between traction force and energy consumption is sought. In this work, composite friction modifiers (CFMs) composed of a vinyl ester matrix reinforced with molybdenum disulfide and carbon nanotubes were developed. The total solid additive content was less than a half in comparison with a commercial product available on the market, which was used as a reference. A benchmarking study of the CFM was carried out by means of tribological tests in a twin-disc machine at a contact pressure of 1.1 GPa and different slip values. The results indicated that the developed CFM reduce coefficient of traction by 10% compared to unlubricated conditions that is similar to the reference. However, the total mass loss of steel components due to wear under CFM lubrication was lower than in the reference test.
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White, Ben, Zing Siang Lee, and Roger Lewis. "Towards a Standard Approach for the Twin Disc Testing of Top-Of Rail Friction Management Products." Lubricants 10, no. 6 (June 13, 2022): 124. http://dx.doi.org/10.3390/lubricants10060124.
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A wheel/rail friction coefficient that is too low can result in damage to the wheel and rail due to slips and slides, delays and safety concerns. A friction coefficient that is too high can result in excessive wear, noise and rolling contact fatigue. Changing contact and environmental conditions cause variations in wheel/rail friction, so friction management products, applied via wayside or on-board applicators, are used to either increase or decrease the friction coefficient so that an improved level is reached. They can be split into three classes; traction enhancers, lubricants and top-of-rail products (including water-based, oil/grease-based and hybrid products). This paper focuses on top-of-rail products and describes the different apparatus, contact conditions, product application methods and result interpretation that have been used to test these products and highlights the requirement for a more standardised test method. A proposed test method is outlined, which uses a twin disc test rig to collect “effective level of friction” and “retentivity” data to assess product effectiveness. More comparable and standardised data will ensure that maximum benefit is obtained from each set of results and help both product development and the approvals process.
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ICHIYANAGI, Yosuke, Yohei MICHITSUJI, Akira MATSUMOTO, Yasuhiro SATO, Hiroyuki OHNO, Seigo OGATA, Masuhisa TANIMOTO, Takuya MATSUDA, and Takanori MATSUMI. "Estimation Method of Friction Coefficient of Outside Wheel Flange Considering Wheel/rail Wear." Proceedings of the Transportation and Logistics Conference 2019.28 (2019): 1104. http://dx.doi.org/10.1299/jsmetld.2019.28.1104.
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Mazov, Yuriy Nikolaevich, Aleksey Alekseevich Loktev, and Vyacheslav Petrovich Sychev. "Assessing the influence of wheel defects of a rolling stockon railway tracks." Vestnik MGSU, no. 5 (May 2015): 61–72. http://dx.doi.org/10.22227/1997-0935.2015.5.61-72.
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Transfer of the load from the wheels on the rail occurs at a very small area compared with the size of the wheels and rails. The materials near this site have a very large voltage. Determination of contact stresses is complicated by the fact that the magnitude of these stresses in the rails under actually revolving wheel load exceeds the yield and compressive strength of modern rail steel. We should note that the metal of the rail head, experiencing contact stresses, especially when the location of the pads is closer to the middle of the rail head, works in the conditions close to the compression conditions, and therefore can withstand higher voltage without plastic deformation than the standard compressible sample. But, as a rule, the observed hardening of the metal in the zone of contact stresses and lapping at the edges of the rail head indicates the presence of plastic deformation and, consequently, higher stresses in the wheel-rail contact zone than the yield strength of the metal rail even in the conditions of its operation in the rail head.The use of the design equations derived on the basis of the Hertz theory for metal behavior in elastic stage, is valid. The reason is that each individual dynamic application of wheel loads on the rail is very short, and the residual plastic deformation from the individual loads of the pair of wheels on the rail is actually small. This elastic-plastic deformation of the rail becomes visible as a result of gradual gaining of a missed tonnage of rails and wheels respectively. Irregularities on the running surface of the wheels are of two types. The most common are the so-called continuous bumps on the wheel, when due to the uneven wear of rail the original shape of the wheel across the tread surface distorts. But nowadays, more and more often there occur isolated smooth irregularities of the wheel pairs, due to the increased wear of the wheel because of the stopping and blocking of wheels of the vehicles - slides (potholes), etc.The motion of the wheels with irregularities on the surface of the rail leads to vertical oscillation of the wheel, resulting in the forces of inertia, which is an additional load on the rail. In case of movement of the wheel with isolated roughness on the tread surface of the slide there is a strike, having a very large additional impact on the rail. Such attacks can cause kinked rails, especially in the winter months when there is increased fragility of rail steel, because of lowered temperatures. This is an abnormal phenomenon and occurs relatively rarely, at a small number of isolated irregularities on a wheel of the rolling stock. As correlations connecting the contact force and local deformation in the interaction of the wheel-rail system, we use the quasi-static Hertz’s model, linear-elastic model and two elastoplastic contact models: Alexandrov-Kadomtsev and Kil’chevsky. According to the results of Loktev’s studies ratios of the contact Hertz’s theory are quite suitable for modeling the dynamic effects of wheel and rail for speeds up to 90 km/h for engineering calculations. Since the contact surface is homogeneous and isotropic, the friction forces in the contact zone are not taken into account, the size of the pad is small compared to the dimensions of the contacting bodies and characteristic radii of curvature of the undeformed surfaces, the contacting surfaces are smooth.When train is driving, the position of the wheelset in relation to the rails varies con- siderably, giving rise to different combinations of the contact areas of the wheel and rail. Even assuming constant axial load the normal voltage will vary considerably because of the differences in the radii of curvature of the contacting surfaces of these zones. Thus, the proposed method allows evaluating the influence of several types of wheel defects on the condition of the rail and the prospects of its use in the upper structure of a railway track on plots with different speed and traffic volumes. Also the results can be used to solve the inverse of the considered problems, for example, when designing high-speed highways, when setting the vehicle speed and axle load, and the solution results are the parameters of the defects, both wheelsets and the rails, in case of which higher require- ments for the safe operation of railways are observed.
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Pradeep, M., Packkirisamy Vignesh, M. Arun, and M. Durairaj. "Investigation of Surface Roughness on R19 Steel Using PIN on Disc Apparatus." Applied Mechanics and Materials 591 (July 2014): 81–84. http://dx.doi.org/10.4028/www.scientific.net/amm.591.81.
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Influence of surface roughness on coefficient of friction of Titanium coated R19 Steel is investigated in this paper using Pin on Disc Apparatus. Wear properties of R19 Steel are evaluated because it is widely used in making the rail wheel and rail roads over the years. Titanium coating of 100nm thickness was deposited on the R19 Steel by Electron Beam Gun Physical Vapor Deposition method. Wear and friction parameters were evaluated using Pin on Disc apparatus. The Surface morphology plays an important role in affecting the wear rate. Non-contact surface roughness tester was used to examine the surface texture and measure the surface roughness of the specimens. The test was carried out in a pin on disc apparatus for Normal Load of 15N, Sliding Velocity of 3m/s and Time 5 min. The texture and the roughness parameters of the surface affect the coefficient of friction. The experimental values of roughness parameters of uncoated and coated disc and its effect on coefficient of friction are compared and validated. Results show that the Coefficient of friction decreases with lower value of Ra. Lower values of frictional force and coefficient of friction results in lower wear rates.
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Dong, Yahong, and Shuqian Cao. "Polygonal Wear Mechanism of High-Speed Train Wheels Based on Lateral Friction Self-Excited Vibration." Machines 10, no. 8 (July 25, 2022): 608. http://dx.doi.org/10.3390/machines10080608.
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This work details research on the formation mechanism of wheel polygonalization in high-speed trains and its effect factors by numerical modeling in order to prevent the increasingly prevalent problem of wheel polygonal wear. The lateral self-excited vibration model of a wheel was developed using the LuGre friction model and self-excited vibration theory. The properties of wheel self-excited vibration and the crucial condition of Hopf bifurcation were investigated; the process of wheel polygonal wear was simulated and the results were validated using field tracking data. The results demonstrated that periodic self-excited vibration generated by Hopf bifurcation is a required condition for polygonal wheel attrition at a given speed. The wheel’s polygonal wear has the following characteristics: “Constant speed—Self-excited—Fixed frequency—Divisible.” The order of the polygon is determined by the ratio of the wheel lateral self-excited vibration frequency to its rotational frequency. Wheel polygonal wear was caused by the vertical dynamic force of the wheel rail. The findings of the study can serve as a theoretical foundation for the prediction and reduction of wheel polygonal wear.
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Khan, Saad Ahmed, Jan Lundberg, and Christer Stenström. "Carry distance of top-of-rail friction modifiers." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 10 (May 4, 2018): 2418–30. http://dx.doi.org/10.1177/0954409718772981.
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Rail issues such as corrugation, rolling contact fatigue, noise and wear have been increasing with the increase in railway traffic. The application of top-of-rail friction modifiers (TOR-FMs) is claimed by their manufacturers in the railway industry to be a well-established technique for resolving the above-mentioned issues. There are various methods for applying friction modifiers at the wheel–rail interface, among which stationary wayside systems are recommended by TOR-FM manufacturers when a distance of a few kilometres is to be covered. TOR-FM manufacturers also claim that by using wayside equipment, the TOR-FM can be spread over a minimum distance of 3 km, over which it maintains a coefficient of friction of µ = 0.35 ± 0.05. To determine the carry distance of TOR-FMs, some researchers use tribometers to measure the coefficients of friction. However, moisture and deposits from the environment and trains can alter the top-of-rail friction and give a misleading indication of the presence of a friction modifier. Therefore, the coefficient of friction itself is not a clear indicator of the presence of TOR-FMs. In the present study, cotton swabs dipped in a mixture of alcohol and ester were used to collect surface deposits (a third body) from both the wheel and rail at various distances from the point of application. Subsequently, the third body collected on the cotton swab was analysed using an energy dispersive X-ray analysis. The results have shown that the maximum carry distance of TOR-FMs on the top of the rail is limited to 70 m when using a TOR-FM from one manufacturer and to 450 m when using a TOR-FM from another manufacturer. The carry distance on the contact band of the wheel is limited to 100 m and 340 m. The friction modifier on the edges of the contact band was detected over a distance of up to 3 km; however, this will not minimise the damage or friction at the wheel–rail interface.
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Galas, Radovan, Milan Omasta, and Martin Hartl. "Top-of-Rail Lubricants: Potential Risks and Benefits." Proceedings 2, no. 16 (September 17, 2018): 1140. http://dx.doi.org/10.3390/proceedings2161140.
Full textAbstract:
Top-of-rail (TOR) lubricants represent modern approach for friction modification between wheel and rail. The main goal of this study was to investigate potential risks and benefits associated with the application of these products, especially in terms of adhesion, wear, and noise. For this purpose, both laboratory and field experiments were carried out.
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Shapovalov, V. V., P. N. Shcherbak, V. M. Bogdanov, E. E. Feyzov, P. V. Kharlamov, and V. A. Feyzova. "Improving the efficiency of the “wheel — rail” friction system." Vestnik of the Railway Research Institute 78, no. 3 (July 28, 2019): 177–82. http://dx.doi.org/10.21780/2223-9731-2019-78-3-177-182.
Full textAbstract:
Relevance of the topic of increasing the efficiency of the “wheel — rail” friction system is considered. It is shown that the main condition for a significant optimization of the interaction processes in the “wheel — rail” system is the use of scientifically based technologies and technical means for lubrication of a dynamically loaded open friction pair. Basic requirements for the characteristics of lubricants is used in the open “wheel — rail” friction system. Authors named lubricants that meet the stated requirements. The main disadvantages of the remote method of supplying liquid and/or plastic lubricants in the “wheel — rail” system are presented as argument. Examples are given. The article describes technology of contact rota-print rod lubricating system “GRS — RAPS” and its advantages over analogues, as well as the experience of industrial implementation and operation of this technology. Based on the experience of using the “GRS — RAPS” technology in various climatic zones and operating modes, work was carried out on its adaptation and development, in particular, the tribological properties of rod lubricants were improved, the volumes of one-time refueling were increased, the drive of lubricating rods was optimized. All this allows increasing the effectiveness of this technology in 5 – 7 times. Equipment for freight locomotives is provided with metal-plating systems for working surfaces of wheelsets. Total traction capacity of freight locomotives, if all other things being equal, increases by 15 – 20 %, while protecting wheel flanges of locomotives from wear and improves the braking characteristics of the train. A new concept of building a system for the lubrication of the “wheel — rail”contact zone on the basis of a modernized and improved “GRS — RAPS” technology and technology for modifying (metal-plating) working surfaces has been proposed. Potential economic effect from the comprehensive implementation of the proposed technology is estimated taking into account the existing economic conditions.
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Jun, ZHANG, LIU Jiahuan, WANG Xueping, and MA He. "Wheel-rail Friction Work Calculation Method and Rail Wear Prediction Based on Finite Element Method." Journal of Mechanical Engineering 55, no. 14 (2019): 104. http://dx.doi.org/10.3901/jme.2019.14.104.
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Jin, Xuesong. "Research Progress of High-Speed Wheel–Rail Relationship." Lubricants 10, no. 10 (September 30, 2022): 248. http://dx.doi.org/10.3390/lubricants10100248.
Full textAbstract:
The research on wheel–rail relationship includes the basic theoretical models and corresponding numerical methods of wheel–rail in rolling contact, geometric parameter matching and material matching of them, friction and wear, wheel–rail rolling contact fatigue, wheel–rail adhesion and noise. They are also key theoretical and technical problems of the high-speed train/track coupling system. The basic theoretical models of wheel–rail in rolling contact and the corresponding numerical methods are the basis and one of the basic means for solving other wheel–rail relationship problems. The other is the experimental means. Moreover, the modeling and analysis of coupling behavior of the train and track can only be realized by means of the wheel–rail rolling contact mechanics model and its corresponding numerical method. This paper mainly discusses some research work and achievements on high-speed wheel–rail relationship problems since China opened a high-speed railway system on a large scale. The discussions in this paper include the classic wheel–rail rolling contact theoretical models (analytical forms) and the modern wheel–rail rolling contact theories (numerical methods), their advantages and disadvantages, their application and future development direction of them. The reviewed research progress on the other wheel–rail relationships mainly expounds the thorny problems of the wheel–rail relationship encountered in the operation of China’s high-speed railway, how to adopt new theoretical analysis methods, test means and take effective measures to solve these problems. It also includes research results of similar important reference values performed by international peer experts in related fields. Challenging and unsolved problems in high-speed wheel–rail relationship research are also reviewed in the full text.