Wear and damage transitions of two kinds of wheel materials in the rolling-sliding contact

The reach of tribology has expanded in diverse fields and tribology related research activities have seen immense growth during the last decade. This review takes stock of the recent advances in research pertaining to different aspects of tribology within the last 2 to 3 years. Different aspects of tribology that have been reviewed including lubrication, wear and surface engineering, biotribology, high temperature tribology, and computational tribology. This review attempts to highlight recent research and also presents future outlook pertaining to these aspects. It may however be noted that there are limitations of this review. One of the most important of these is that tribology being a highly multidisciplinary field, the research results are widely spread across various disciplines and there can be omissions because of this. Secondly, the topics dealt with in the field of tribology include only some of the salient topics (such as lubrication, wear, surface engineering, biotribology, high temperature tribology, and computational tribology) but there are many more aspects of tribology that have not been covered in this review. Despite these limitations it is hoped that such a review will bring the most recent salient research in focus and will be beneficial for the growing community of tribology researchers.

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“…The Refs. [199] and [200] investigated experimentally the rolling contact fatigue of railway wheels. In Ref.…”

Section: Wear Behavior and Mechanismsmentioning

confidence: 99%

“…In Ref. [199], two kinds of wheel materials, CL60 and AAR-D, were tested on a small-scale rolling-sliding wear apparatus against a simulative rail made of U75V steel. They measured traction coefficient and wear rate as well as recorded surface damages during testing.…”

Section: Wear Behavior and Mechanismsmentioning

confidence: 99%

A review of recent advances in tribology

et al. 2020

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“…The state space Equation (8) has been solved using the parameter values listed in Table 1. It is assumed that the rail vehicle travels at a speed of 17 m/s.…”

Section: Wheelset Dynamics Resultsmentioning

confidence: 99%

“…Wear evolution on wheel treads and flanges has been classified into three main regimes: mild regime, severe regime and catastrophic regime [7]. Wear evolution steps are also identified as linear, nonlinear and undefined [8]. In a mild regime or linear regime, the quantified wear in terms of dissipative energy is proportional to the creep force.…”

Section: Introductionmentioning

confidence: 99%

Development of an On-Board Measurement System for Railway Vehicle Wheel Flange Wear

Turabimana

Nkundineza

2020

Sensors

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The maintenance of railway systems is critical for their safe operation. However some landscape geographical features force the track line to have sharp curves with small radii. Sharp curves are known to be the main source of wheel flange wear. The reduction of wheel flange thickness to an extreme level increases the probability of train accidents. To avoid the unsafe operation of a rail vehicle, it is important to stay continuously up to date on the status of the wheel flange thickness dimensions by using precise and accurate measurement tools. The wheel wear measurement tools that are based on laser and vision technology are quite expensive to implement in railway lines of developing countries. Alternatively significant measurement errors can result from using imprecise measurement tools such as the hand tools, which are currently utilized by the railway companies such as Addis Ababa Light Rail Transit Service (AALRTS). Thus, the objective of this research is to propose and test a new measurement tool that uses an inductive displacement sensor. The proposed system works in both static and dynamic state of the railway vehicle and it is able to save the historical records of the wheel flange thickness for further analysis. The measurement system is fixed on the bogie frame. The fixture was designed using dimensions of the bogie and wheelset structure of the trains currently used by AALRTS. Laboratory experiments and computer simulations for of the electronic system were carried out to assess the feasibility of the data acquisition and analysis method. The noises and unwanted signals due to the dynamics of the system are filtered out from the sensor readings. The results show that the implementation of the proposed measurement system can accurately measure the wheel flange wear. Also, the faulty track section can be identified using the system recorded data and the operational control center data.

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“…It is well known that the coefficient of rolling friction is much lower than that on a sliding one for the same material. The average time interval of changing friction from sliding to rolling is affected by average wear rate the surface composites [32][33][34] that is, the higher the average wear rate of the material, the longer the time of crossing from one type of friction to another under the same conditions. We consider the abundance of wear particles within the air as the porous plug, and therefore the process of air flow together with the debris can be described as throttling process [35] which could lead to either an increase or a decrease in sliding contact temperature.…”

Section: Introductionmentioning

confidence: 99%

Effect of pressure changes in sliding contact

Deeva¹,

Slobodyan²

2018

IJET

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The sliding contact when the air together with wear particles flow in contact area between commutator and brush is considered. The dynamical interaction between two surfaces is probabilistic. The behaviour of space-time-varying process is described by the differential equations, which are generally very difficult to solve. The simple numerical solution applying the method of Galerkin approximation to estimate the change in the pressure field in thin contact layer is obtained. It was found that under the leading edge of the brush the pressure change doesn't exceed 0.07 of the maximum value. The numerical simulations of the absolute error are presented for the 0.1, 0.2, 0.5, and 1 of the relative length. The relative error of pressure changes for small contact area is smaller (1 -0.8e 0.1τ). It is concluded that the approximate solution tends to the exact one. Moreover, it is shown that as the sliding velocity decreases, the relative error of the pressure change tends to the zero.

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Wear and damage transitions of two kinds of wheel materials in the rolling-sliding contact

Cited by 50 publications

References 30 publications

A review of recent advances in tribology

A review of recent advances in tribology

Development of an On-Board Measurement System for Railway Vehicle Wheel Flange Wear

Effect of pressure changes in sliding contact

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