On the relationships among wheel–rail surface topography, interface noise and tribological transitions

Lyu, Yezhe; Olofsson, Ulf; Lindgren, Anders; Höjer, Martin

doi:10.1016/j.wear.2015.05.014

Cited by 27 publications

(14 citation statements)

References 33 publications

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“…Nevertheless, very few systematic investigations concentrating on the rolling-sliding wear and damage characteristics on the wheel/rail materials after machining can be available, which means that the effect of surface integrity of the machined wheel/rail materials on adhesion coefficient, wear and surface damage lacks sufficient systematic investigations. Existing studies pertaining to the surface integrity of wheel/rail interface have primarily centered on railway environmental noise [21][22][23]. In fact, surface integrity of the machined workpiece plays a crucial role in affecting the tribological performance during the rolling-sliding process.…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Liu

Quan

Wan

et al. 2020

Metals

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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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Section: Introductionmentioning

confidence: 99%

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Liu

Quan

Wan

et al. 2020

Metals

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“…While the surface finish of the pins was kept constant for all tests, the rough surface value for all pin tests was about 0.09 μm. This range of the surface roughness is reported by many studies on the wheel rail contact [5,6,13]. The surface roughness was measured using a TAYLOR HOSON SURFTRONIC 25 profilometer.…”

Section: Samples Preparationmentioning

confidence: 84%

“…However, Lyu et al predicted that surface topographies can be completely changed after grinding operations. Then, using a pure sliding with pin-on-disc configuration, they revealed that surface topographies would result in wear, friction coefficient and noise tension [5]. In the case of wheel−rail contact, the main cause of wear is sliding [5−7].…”

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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“…If no sound is generated from the contact, there is a lower probability that sound will be emitted. 8,9 The coefficient of friction measured for the cast iron material is high and reaches a value of 0.6. However, this is in agreement with previously reported values obtained in material testing of train wheels and rail materials 12 and also in full-scale coefficient of friction measurements of rail tack.…”

Section: Discussionmentioning

confidence: 99%

The influence of snow on the tread braking performance of a train: A pin-on-disc simulation performed in a climate chamber

Olofsson

Sundh

Bik³

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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In trains with tread brakes, the coefficient of friction between the brake block and the railway wheel determines the stopping distance. The blocks have traditionally been manufactured from cast iron. Although these blocks have good braking capacity, their use is often restricted due to the squealing noise they emit. Tests of alternative composite block materials have been successful under summer conditions; however, in regions with snowy winters the use of such materials has been limited due to problems with braking capacity under snowy conditions. This research aims to develop a laboratory-scale test methodology for evaluating the braking capacity of tread brake materials under winter and snowy conditions. A pin-on-disc machine placed in a climate chamber was used for testing, and a block of standard cast iron was compared with blocks of standard composite materials. The results indicated that the blocks of standard composite materials generate a much smoother surface on the counter wheel and a significantly lower friction coefficient under snowy conditions. A second test series evaluated blocks of alternative composite materials, and a candidate material with low noise and a sufficiently high sliding friction coefficient was selected for further study. A third test series examining geometrical changes in the contact surface in terms of milled parallel tracks was performed; it revealed that the braking capacity under winter conditions can be increased by milling actions if the parallel tracks are properly oriented-in this case, at an angle of 45 to the sliding direction.

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On the relationships among wheel–rail surface topography, interface noise and tribological transitions

Cited by 27 publications

References 33 publications

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

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

The influence of snow on the tread braking performance of a train: A pin-on-disc simulation performed in a climate chamber

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