Correlations between wear mechanisms and rail grinding operations in a commercial railroad

Cuervo, P.; Santa, Juan Felipe; Toro, A.

doi:10.1016/j.triboint.2014.06.025

Cited by 71 publications

(26 citation statements)

References 7 publications

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“…As mentioned in section 2.1.1, both the natural and artificial wear rates were measured by evaluating the changes in the rail profiles before and after known periods of operation and rail grinding operations performed in the field. As it was shown elsewhere, the artificial wear rates are around ten times higher than the natural wear rates [9]. Competitive relationship between fatigue crack damage and rail wear has been observed previously by some authors [11,12].…”

Section: Rail Grinding Testssupporting

confidence: 60%

“…Firstly, the demanding operating conditions found in the railway (curve radii smaller than 300 m and mean slopes higher than 3.5%) lead to very high traction loads on curves on the high rail. Those forces accelerate the cracks growing rate and demand higher reprofiling frequencies to control fatigue as it was previously shown in an analysis performed in the same railway [9].…”

Section: Discussionmentioning

confidence: 71%

“…Rail grinding is currently carried out by trains equipped with rotating grinding wheels driven by electric motors; the rail's roughness after grinding depends on the characteristics and condition of the abrasive grinding wheels, the applied pressure and the speed and angle between the grinding stones and the rail [9]. Reprofiling of rails and wheels helps remove damage such as RCF cracks and correct the effects of wear, but leads to high maintenance costs for metros, subways and heavy haul transportation systems.…”

Section: Introductionmentioning

confidence: 99%

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Correlations between rail wear rates and operating conditions in a commercial railroad

Santa

Toro

Lewis

2016

Tribology International

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Article available under the terms of the CC-BY-NC-ND licence (https://creativecommons.org/licenses/by-nc-nd/4.0/) eprints@whiterose.ac.uk https://eprints.whiterose.ac.uk/ Reuse Unless indicated otherwise, fulltext items are protected by copyright with all rights reserved. The copyright exception in section 29 of the Copyright, Designs and Patents Act 1988 allows the making of a single copy solely for the purpose of non-commercial research or private study within the limits of fair dealing. The publisher or other rights-holder may allow further reproduction and re-use of this version -refer to the White Rose Research Online record for this item. Where records identify the publisher as the copyright holder, users can verify any specific terms of use on the publisher's website. TakedownIf you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing eprints@whiterose.ac.uk including the URL of the record and the reason for the withdrawal request. 1 CORRELATIONS BETWEEN RAIL WEAR RATES AND OPERATING CONDITIONS IN ABSTRACTThe rail wear rates per traffic unit (mm/MTon) in the curves of a 4.5 km-long commercial line over a period of 9 years were measured and related to specific operation conditions. The rail corrugation was analysed using a Corrugation Analysis Trolley (CAT) and visual inspection was carried out in order to identify the defects in the railroad. Since Rolling Contact Fatigue (RCF), artificial abrasion and corrugation were found to be the most important issues the grinding procedures used during maintenance of the railroad were evaluated to assess their effectiveness on removing the defects from the rail surface. The results showed that the wear rates in the studied railroad were several times higher than those typically found in the literature, mainly as a consequence of inappropriate grinding regimes. White layer formation and only partial removal of cracks emerged as the most relevant drawbacks of rail grinding procedures.

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Section: Rail Grinding Testssupporting

confidence: 60%

Section: Discussionmentioning

confidence: 71%

Section: Introductionmentioning

confidence: 99%

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Correlations between rail wear rates and operating conditions in a commercial railroad

Santa

Toro

Lewis

2016

Tribology International

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“…To date, several kinds of rail-grinding technologies have been applied in the practical engineering, such as the facing grinding by abrasive wheel [5][6][7][8], the peripheral grinding by abrasive wheel [9,10], and the milling by combined cutter blades [11]. Each technology has its own limitation and application field due to its characteristics.…”

Section: Introductionmentioning

confidence: 99%

Dynamic Analysis of a Novel Rail‐Grinding Car Using Open‐Structured Abrasive Belt for High‐Speed Railways

Fan

Hou

Wang

et al. 2019

Mathematical Problems in Engineering

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Nowadays, applying rail grinding has been worldwide recognized as the routine maintenance approach to improving the wheel-rail relationship, as well as extending the rail’s serving life. However, the traditional rail repair technology with the abrasive wheel or the milling cutter is getting harder to meet the increasing demand for high efficiency with high speed. In this paper, according to the engineering requirements and constraints, a new fast rail-grinding car based on open-structured belt grinding technology was designed for the corrugation treatment on high-speed railways. A corresponding simulation model was established and its dynamic working performance was then assessed by SIMPACK software. Results of the four dynamic indices for both straight and curve tracks were within the limits, which had verified the design rationality of the new rail-grinding car. Those dynamic indices are the lateral vibration acceleration, the vertical vibration acceleration, the axle transverse force, and the derailment coefficient.

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“…Eric and Joseph argued that maintaining conform wheel and rail profiles had positive effects on wear, fatigue, corrugation, stability and derailment potential [1]. As was recommended by Cuervo et al, any rail damage must be removed or repaired to improve the security of operation of the rail transportation [2]. In addition, Chandrasekar et al argued that after grinding procedure a hard layer composed of untempered martensite can be formed at the surface due to localized heating [4].…”

Section: Introductionmentioning

confidence: 99%

Effect of surface topography with different groove angles on tribological behavior of the wheel/rail contact using alternative machine

Khalladi

Elleuch

2016

Friction

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Abstract:The objective of this study was to investigate the influence of the surface topography on the tribological behavior of the wheel/rail contact. Four different groove orientations forming the surface topographies-smooth surface, 0°, 45° and 90°-were manufactured by grinding and compared. All friction tests with different surface topographies were conducted using an alternative tribometer simulating the pure sliding process in the wheel-rail contact. The Hertzian pressure was maintained at 1,000 MPa with two levels of sliding velocity (20 mm/s and 80 mm/s). This study resulted in five main findings.First, the initial surface topographies seemed to have a significant effect on the friction coefficient independently of the speed. Second, the increase of the sliding velocity would decrease the friction coefficient. Third, especially when accompanied with a high sliding velocity, an initial rough surface would have a significant effect on the wear of the wheel. Fourth, the highest wear values were observed at groove orientations of 45° when accompanied with a high sliding velocity. Finally, the break-in duration seemed to depend on the initial surface topographies of the rail and the sliding velocity.

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Correlations between wear mechanisms and rail grinding operations in a commercial railroad

Cited by 71 publications

References 7 publications

Correlations between rail wear rates and operating conditions in a commercial railroad

Correlations between rail wear rates and operating conditions in a commercial railroad

Dynamic Analysis of a Novel Rail‐Grinding Car Using Open‐Structured Abrasive Belt for High‐Speed Railways

Effect of surface topography with different groove angles on tribological behavior of the wheel/rail contact using alternative machine

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