Transitions in rolling-sliding wheel/rail contact condition during running-in

Fukagai, Shinya; Brunskill, Henry; Hunter, Andy; Dwyer-Joyce, R. S.; Lewis, Roger

doi:10.1016/j.triboint.2019.03.037

Cited by 14 publications

(13 citation statements)

References 30 publications

(38 reference statements)

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“…Full-scale tests [18] found that smooth wheel on rough rail (case 1) was associated with a lower coefficient of friction than rough wheel on smooth rail (case 2). Tests were carried out at 3% slip with a Hertzian stress calculated to be about 1.3 GPa.…”

Section: 2mentioning

confidence: 95%

“…The presence of a relationship between roughness and friction coefficient would facilitate simulations of accidents and will aid in avoiding them. This will be done by taking replicas of the wheel and rail's surfaces during the experiments and measuring their roughness afterwards (for details of a similar process see [18]). Further measurements would be done for the mass loss during the testing to identify how WEL affects the wear mechanism.…”

Section: 2mentioning

confidence: 99%

“…However, the grinding marks were around the disc; orthogonal to that expected in the field. The coefficients of friction were monitored in the test, and the surface roughness was determined at intervals during the test by using the procedure described in [18]. For the first 600 cycles surface roughness data were taken every 200 cycles and then measurements were taken every 400 cycles for up to 3800 cycles.…”

Section: 3mentioning

confidence: 99%

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A laboratory demonstration of rail grinding and analysis of running roughness and wear

Mesaritis

Shamsa

Cuervo

et al. 2020

Wear

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Section: 2mentioning

confidence: 95%

Section: 2mentioning

confidence: 99%

Section: 3mentioning

confidence: 99%

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A laboratory demonstration of rail grinding and analysis of running roughness and wear

Mesaritis

Shamsa

Cuervo

et al. 2020

Wear

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“…With flange climb derailment which can typically occur when vehicles are running through turnouts and sharp curves, efforts are underway to develop methods for clarifying wheel/rail frictional behavior in the initial stages following wheel grinding to determine the cause of flange climb derailment (Fig. 5) [4]. While wheel and rail surfaces both appear nearly smooth, up close they have minute dents and bumps.…”

Section: Clarification Of Deterioration Mechanismsmentioning

confidence: 99%

<b>Latest Research and Development in Materials Technology</b>

Ueda

2021

QR of RTRI

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Since the materials for the railway system are required to maintain the designated performance over a predetermined period of time, it is necessary to deal well with the changes over time of the used materials. On the basis of this background, our current researches mainly consist of long-time service life materials such as concrete or steel structures, and friction members such as rail, wheel, bearing, brake shoe, contact wire, pantograph contact strip. We are also developing new materials or new technologies represented by superconducting power feeding cable. This paper shows the outline of our recent research and development activities in materials technology.

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“…3 (b). 14,15 The wheel-rail contact was assumed to be a single-point contact, and the contact point was located between the wheel tread and the rail head. The track model employed the ballastless track structure, which had the characteristics of strong stability, high smoothness and less maintenance, and is widely used in railway lines, especially in the high-speed rail.…”

Section: Finite Element Model Of Wheel-rail Transient Rolling Contactmentioning

confidence: 99%

Analysis of Rail Corrugation Characteristics on High-Speed Rail Based on Transient Finite Element Method

Wang¹,

Lei²

2021

The International Journal of Acoustics and Vibration

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By using the transient finite element method, a three-dimensional wheelset-track coupled rolling contact model for high-speed rail is established, and the rationality and effectiveness of the model are verified by field measurements. Next, the wheel-rail contact stress states and relative slip characteristics are calculated and analyzed to reveal the cause of inner rail corrugation. Then, the vertical vibration acceleration of the rail/wheel is taken as the output variable to study the dynamic responses of the wheelset-track system. Finally, the parameter sensitivity analysis is carried out. The results show that the maximum normal/tangential contact stress between the inner wheel and inner rail is greater than that between outer wheel and outer rail due to the unbalanced load of inner rail caused by the excess superelevation of track structure, which indicates that the unbalanced load of the inner rail may aggravate the development of rail wear, and the rationality of the model established in this paper is verified. The wheel-rail relative slip region on the inner rail side appears periodically, and the distance between the two adjacent slip regions is close to the characteristic wavelength of the measured inner rail corrugation, which illustrates that the periodic variation of slip regions on the inner rail surface plays an important role in the formation of rail corrugation, and the validity of the model is verified. The periodic distribution of wheel-rail relative slip regions on the outer rail surface is not obvious, demonstrating that the outer rail tends to form uniform wear, which is consistent with the fact that the outer rail corrugation is slight in the measured section. The wheelset-track system has been in the process of unstable continuous oscillation in the analysis interval, combined with the analysis results of the wheel-rail relative slip characteristics, it can be concluded that the unstable self-excited vibration of wheelset-track system under the condition of tangential contact force reaching saturation is the main cause of rail corrugation. The dominant characteristic frequencies of vertical vibration accelerations of rail and wheel are all 561 Hz, the corresponding characteristic wavelength (148 mm) is close to the distance (150 mm) between the calculated adjacent slip regions, and is also close to the characteristic wavelengths (125 mm and 160 mm) of inner rail corrugation, which shows that the resonance phenomenon occurs in the wheelset-track system at the above frequency, thus leading to the increase of dynamic responses of wheelset-track system. The fastener vertical stiffness and wheel-rail coefficient of friction have significant effect on the development of rail corrugation, and the running speed determines the occurrence probability of inner/outer rail corrugation by affecting the track superelevation state.

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Transitions in rolling-sliding wheel/rail contact condition during running-in

Cited by 14 publications

References 30 publications

A laboratory demonstration of rail grinding and analysis of running roughness and wear

A laboratory demonstration of rail grinding and analysis of running roughness and wear

<b>Latest Research and Development in Materials Technology</b>

Analysis of Rail Corrugation Characteristics on High-Speed Rail Based on Transient Finite Element Method

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