A Review on Wear Between Railway Wheels and Rails Under Environmental Conditions

Zhu, Yi; Wang, Wenjian; Lewis, Roger; Wang, Yan; Lewis, S. R.; Ding, Haohao

doi:10.1115/1.4044464

Cited by 41 publications

(12 citation statements)

References 113 publications

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“…(RCF) damage, have always been a major proportion of Chinese high-speed railway operating cost [1]. Developing premium wheel materials with improved tribology properties have been considered to be an effective way to prevent such degradations.…”

Section: Introductionmentioning

confidence: 99%

Microstructure evolution of railway pearlitic wheel steels under rolling-sliding contact loading

Zhou

Ding

et al. 2021

Tribology International

120

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Section: Introductionmentioning

confidence: 99%

Microstructure evolution of railway pearlitic wheel steels under rolling-sliding contact loading

Zhou

Ding

et al. 2021

Tribology International

120

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“…A well‐established approach for a general assessment of wear in railway wheel is based on the wear maps, 4 which allow determining the grade of wear (classified as “mild,” “severe,” and “catastrophic”) depending on the contact load and wheel‐rail sliding speed. Some works highlighted the effect of environmental factors (such as sand 5 or snow and humidity 6,7 ), as well as of operational factors (such as shoe braking 3,8,9 ) on the wear rate.…”

Section: Introductionmentioning

confidence: 99%

Application of the Failure Assessment Diagram approach for contact fatigue damage evaluation in railway wheel steels

Donzella

Danesi

Mazzù

et al. 2021

Fatigue Fract Eng Mat Struct

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A Failure Assessment Diagram (FAD), developed for rolling contact, was specifically formulated for railway wheel steels. The FAD allows combining a multiaxial fatigue criterion with the linear elastic fracture mechanics concept; in particular, it was used to assess the fatigue failure in wet contact, related to the pressurization of the fluid entrapped in surface cracks. The approach was applied to the results of previous bi‐disc tests carried out on three railway wheel steels, subjected first to a dry rolling‐sliding contact step, then to a wet contact step. The crack size distribution after the dry contact step was evaluated by a statistical approach; subsequently, the stress intensity factor during the wet contact step was estimated by finite elements. The results of the FAD agreed with the damage observed on the cross section of the specimens at the end of the tests. Furthermore, the FAD was used to determine the maximum allowable crack to prevent rolling contact fatigue, this way showing its potential as a damage tolerant approach.

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“…With the accelerated development of both high speed and heavy loads railway transportation, wheel rail rolling contact fatigue (RCF) damage has become increasingly serious [ 1 ]. Under heavy loads, rails develop fatigue microcracks, which propagate to macrocracks [ 2 ].…”

Section: Introductionmentioning

confidence: 99%

Influence of Stress Intensity Factor on Rail Fatigue Crack Propagation by Finite Element Method

et al. 2021

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Wheel rail rolling contact fatigue is a very common form of damage, which can lead to uneven rail treads, railhead nuclear damage, etc. Therefore, ANSYS software was used to establish a three-dimensional wheel–rail contact model and analyze the effects of several main characteristics, such as the rail crack length and crack propagation angle, on the fatigue crack intensity factor during crack propagation. The main findings were as follows: (1) With the rail crack length increasing, the position where the crack propagated by mode I moved from the inner edge of the wheel–rail contact spot to the outer edge. When the crack propagated to 0.3–0.5 mm, it propagated to the rail surface, causing the rail material to peel or fall off and other damage. (2) When the crack propagation angle was less than 30°, the cracks were mainly mode II cracks. When the angle was between 30 and 70°, the cracks were mode I–II cracks. When the angle was more than 70°, the cracks were mainly mode I cracks. When the crack propagation angle was 60°, the equivalent stress intensity factor reached the maximum, and the rail cracks propagated the fastest.

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A Review on Wear Between Railway Wheels and Rails Under Environmental Conditions

Cited by 41 publications

References 113 publications

Microstructure evolution of railway pearlitic wheel steels under rolling-sliding contact loading

Microstructure evolution of railway pearlitic wheel steels under rolling-sliding contact loading

Application of the Failure Assessment Diagram approach for contact fatigue damage evaluation in railway wheel steels

Influence of Stress Intensity Factor on Rail Fatigue Crack Propagation by Finite Element Method

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