Study of sliding wear of the wheel flange - Rail gauge corner contact conditions: Comparative between cast and forged steel wheel materials

Almeida, Leandro Prates Ferreira de; Falqueto, L. E.; Goldenstein, Hélio; Bozzi, Antônio César; Scandian, Chérlio

doi:10.1016/j.wear.2019.05.009

Cited by 10 publications

(9 citation statements)

References 17 publications

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“…There are various parameters which affect the design and maintenance of horizontal curves are radius (R), cant/superelevation (C), equilibrium speed (Veq), cant deficiency (Cd), cant excess (Cex) and cant angle. The dimensions to analyse the lateral effect on the track over broad gauge (BG) track [9][10][11][12][13][14]. Some of the considerations are shown in the table below which will help us to calculate resultant forces.…”

Section: Vertical Forcementioning

confidence: 99%

Study of Rail-Wheel Performance during Curve Negotiation

Darak¹,

Gogate²,

Shanmugaiah³

et al. 2021

International Journal of Analytical, Experimental and Finite Element Analysis (IJAEFEA)

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Failure in wheels mainly occurs when the train travels on a curved track. When a train runs on a curve maximum load on one wheel. Three types of forces are applied on the wheel while in contact with the rail. Three-dimensional finite element model of the wheel rail interaction is used to investigate the effect of applied loading forces on the wheels. The Interaction between left and right wheel is considered. The wheels are analyzed for the effect of forces on wheels such as Vertical force, Centrifugal force and also Lateral force. This paper also discusses the comparison of safe speed and radius of curvature. The model has been created in Catia software and the finite element analysis has been done in software code and ANSYS. The proposed simulation accurately shows the real geometry and the wheel rail interface. The numerical results show that the speed and radius of curvature are inversely proportional.

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Section: Vertical Forcementioning

confidence: 99%

Study of Rail-Wheel Performance during Curve Negotiation

Darak¹,

Gogate²,

Shanmugaiah³

et al. 2021

International Journal of Analytical, Experimental and Finite Element Analysis (IJAEFEA)

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“…A Brazilian study [7] was conducted by means of a pin (extracted from pearlitic rails with 387 HV) on disc (extracted from class C AAR 335 HV forged and 341 HV cast steel wheels) wear test model. The tests were carried out using round tip pins, constant normal load, under dry conditions and varying sliding speed (0.1 to 0.9 m/s).…”

Section: Countrymentioning

confidence: 99%

“…All Raman spectra were obtained by using a 1,000X magnifying lens and laser beams with 532 nm wavelength. For identification of oxides, resulting spectra were compared to those from other studies [14,15] The methodology for extracting pin and discs, respectively from the wheel and the rails, is similar to the methodology adopted in other studies [7,16]. However, in the present study, the pin was extracted from the wheel and the disc from the rail head.…”

Section: Microstructures Of Materials (Pin and Discs)mentioning

confidence: 99%

Sliding Wear of Rail and Wheel Steels: Effect of Hardness Ratio, Normal Load and Lubrication

Viana¹,

Tressia²,

Sinatora³

2020

Tribol. Ind.

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The pin-on-disc test model system was used to simulate contact wear between wheel flange and rail gauge corner. Pins were extracted from a class C cast steel wheel and discs were extracted from premium and intermediate steel grades rail, both hypereutectoid and with hardness between 321 and 392 HB. Rails are pearlitic and the bainitic wheel is in its first life. Dry and lubricated tests were performed with normal load variation (40, 80 and 120 N). Under dry condition, there was no influence of the pair hardness to mass loss of the tribosystem studied, contrary to what is stated by literature. For the lubricated tests, mass loss was significantly lower and regardless of both, hardness ratio and normal load, than in the other tests. This shows the technological importance of: (i) implementing wheel flange lubrication (locomotive embedded process); (ii) improving rail lubrication techniques (mobile or way side process) and/or friction coefficient measurement techniques and (iii) need for revision of wheel standards and/or specifications.

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“…Heat-treated rail steel pins, with 4.0 mm of diameter and a flat contact face, were tested against quenched and tempered AISI H13 steel discs with hardness values of 600 HV because of high microhardness, hardness stability, wear resistance and thermal fatigue performance. The tests were performed with a normal load of 100 N (contact pressure is approximately 7,95 MPa) and a constant sliding speed of 0.2 m/s (Kato et al , 2010; Prates et al , 2019; Silva et al , 1999; Viáfara and Sinatora, 2009). The friction force was monitored during testing, and the friction coefficient was calculated as the ratio between the friction force and the normal load.…”

Section: Materials and Experimental Proceduresmentioning

confidence: 99%

Effect of bainitic transformation on the microstructure and wear resistance of pearlitic rail steel

Tressia

Alves

Sinatora

et al. 2020

ILT

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Purpose The purpose of this study is to develop a lower bainite structure consists of a dispersion of fine carbide inside plates of bainitic ferrite from chemical composition unmodified conventional pearlitic steel under bainitic transformation and to investigate its effect on tensile properties and wear resistance. Design/methodology/approach A commercial hypereutectoid pearlitic rail steel was subjected to three different bainitic transformation treatments followed by tempering to develop a desirable microstructure with a DIL805 BÄHR dilatometer. A comprehensive microstructural study was performed by scanning electron microscopy and energy dispersive x-ray spectroscopy. Finally, the mechanical properties and wear resistance were evaluated by tensile, microhardness, and pin-on-disc tests. Findings The results showed that the best combination of mechanical properties and sliding wear resistance was obtained in the sample subjected to bainitic transformation at 300°C for 600 s followed by tempering at 400°C for 300 s. This sample, which contained a bainitic ferrite structure, exhibited approximately 20% higher hardness and approximately 53% less mass loss than the as-received pearlitic sample due to the mechanically induced transformation in the contact surface. Originality/value Although pearlitic steel is widely used in the construction of railways, recent studies have revealed that bainitic transformation at the same rail steels exhibited higher wear resistance and fatigue strengths than conventional pearlitic rail at the same hardness values. Such a bainitic microstructure can improve the mechanical properties and wear resistance, which is a great interest in the railway industry. Peer review The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-07-2019-0282/

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Study of sliding wear of the wheel flange - Rail gauge corner contact conditions: Comparative between cast and forged steel wheel materials

Cited by 10 publications

References 17 publications

Study of Rail-Wheel Performance during Curve Negotiation

Study of Rail-Wheel Performance during Curve Negotiation

Sliding Wear of Rail and Wheel Steels: Effect of Hardness Ratio, Normal Load and Lubrication

Effect of bainitic transformation on the microstructure and wear resistance of pearlitic rail steel

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