Experimental study on adhesion behavior of wheel/rail under dry and water conditions

Wang, W.J.; Shen, Peng; Song, Jingdong; Guo, Jun; Liu, Q.Y.; Jin, Xuesong

doi:10.1016/j.wear.2011.01.070

Cited by 76 publications

(37 citation statements)

References 19 publications

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“…At present, lots of methods are used to increase the adhesion coefficient under the water or oil condition, such as sanding, alumina particles, and various friction modifiers. 17 Sanding can improve adhesion level under various low adhesion conditions; however, it significantly aggravates wear damage of wheel/rail materials. 11,16 The experimental results show that the magnetic field has an important influence on the adhesion characteristic of wheel/rail interface.…”

Section: Discussionmentioning

confidence: 99%

Investigation on adhesion characteristic of wheel/rail under the magnetic field condition

Wang

Liu

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part J:

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The aim of this study is to explore the influence of magnetic field and surface roughness on the adhesion coefficient of wheel/rail using a JD-1 wheel/rail simulation facility. The results indicate that the magnetic field has a significant influence on the adhesion coefficient under the water and oil conditions by means of magnetic force on the wheel/rail contact zone. The use of magnetic field is beneficial to increase the adhesion coefficient of wheel/rail interface. The speed has no visible effect on adhesion coefficient under the magnetic field condition. Increasing surface roughness improves the adhesion level of wheel/rail interface under the water and oil conditions.

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Section: Discussionmentioning

confidence: 99%

Investigation on adhesion characteristic of wheel/rail under the magnetic field condition

Wang

Liu

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part J:

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“…The traditional method of slowing or completely stopping trains involves clamping of the wheels. In this case, the braking effort is limited by the wheel-rail friction conditions, which depend on factors such as cleanliness level and moisture conditions; 20 it is also influenced by railhead roughness. 21 For this reason, the so-called track brakes were devised, in which the braking force is applied to the top surface of the rails between the axles over a certain length.…”

Section: Introductionmentioning

confidence: 99%

Analyzing track responses to train braking

Bose

Levenberg

Zania

2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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The objective of this study was to suggest a response-analysis framework for railway tracks subjected to braking. An analytical formulation was developed, in which the rail-track system was modeled as an infinite beam supported by an orthogonal Winkler foundation consisting of linear springs in perpendicular directions. The spring constants were varied over a wide range in order to represent different track types. Braking loads were simulated as representative sets of vertical and longitudinal forces, either concentrated or distributed. Considering a realistic set of model parameters, the approach was demonstrated by evaluating track responses for a single axle and for a full train. The computations included determination of axial rail stresses, forces at the base of a sleeper, and the associated friction demand required to resist longitudinal slippage. Based on these analyses, it is concluded that longitudinal track responses have a much longer influence zone compared to vertical track responses. This implies that calculations involving a full train must be done on a case-by-case basis, i.e., they cannot be deduced from a single axle analysis. It is also found that high values of friction demand may develop at the sleeper bases-indicating possible slippage. Overall, the proposed formulation provides a highly adaptable and easily implementable first-order mechanistic tool for analysis of track responses to decelerating vehicular loads.

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“…Experiments showed that for a given brake pressure and sliding velocity, sintered brake shoes exhibit higher friction coefficient and wear than cast iron brake shoes. Traction-slip characteristics, which are essential for conducting train running analyses, have been obtained experimentally by several researchers including Nagase [5], Zhang et al [6], Jin et al [7], Gallardo-Hernandez and Lewis [8], Beak et al [9], Wang et al [10,11] and Wang et al [12] (see Table 1). As seen from Table 1, these experiments show that traction-slip characteristics are influenced by percentage slip as well as peripheral velocity and that the maximum traction coefficient is achieved for about 1% slip.…”

Section: Introductionmentioning

confidence: 99%