Wear between wheel and rail: A pin-on-disc study of environmental conditions and iron oxides

Lyu, Yezhe; Zhu, Yi; Olofsson, Ulf

doi:10.1016/j.wear.2015.02.057

Cited by 79 publications

(40 citation statements)

References 36 publications

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“…Although the pre-oxidised layers on the surface could to some extent delay the start of adhesive wear, they were not thick enough to inhibit it for the entire sliding process. As discussed in a previous study [17], because of the high brittleness, the pre-oxidised layers shear off from the surface during sliding and no longer isolate the discs from the pins. The sheared-off and hard oxide layers will disintegrate into small particles during sliding, becoming third-body wear debris.…”

Section: Effect Of Initial Surface Topographies On Wearmentioning

confidence: 87%

“…The typical range of composition and hardness of the test specimens is shown in Table 1 [17]. All the pins feature a uniform tip radius of 25 mm and centre-line-average roughness Ra of 0.3 μm.…”

Section: Specimen Preparationmentioning

confidence: 99%

“…The calculation using Archard's equation was the same as in the previous study [17]. For all five surface topographies, the wear rate for the whole test duration is shown in the form of a mean wear rate with an error bar corresponding to the standard deviation of the three repeated tests within each surface topography in both two test systems (Fig.…”

Section: Wearmentioning

confidence: 99%

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

Lyu

Olofsson

Lindgren

et al. 2015

Wear

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Section: Effect Of Initial Surface Topographies On Wearmentioning

confidence: 87%

Section: Specimen Preparationmentioning

confidence: 99%

Section: Wearmentioning

confidence: 99%

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

Lyu

Olofsson

Lindgren

et al. 2015

Wear

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“…A diminuição mais significativa (SAE 52100 Esferoidizado) reduziu em aproximadamente 1036,4%, -Os desgastes gerados pelos ensaios sem lubrificação apresentaram uma tendência de aumento percentual de dureza menor se comparados aos ensaios com lubrificação, ou seja, devido à lubrificação, a fricção gerada pela esfera no disco durante o ensaio removeu uma quantidade inferior de material aos ensaios sem lubrificação, porém, deformaram plasticamente a mesma, sendo outro indício da validade dos resultados encontrados; -Apesar do resultado encontrado no coeficiente médio de desgaste da amostra de SAE 1045 Bruto de Laminação, lubrificado com biodiesel B100, as demais amostras deste material, nas análises com B100, apresentaram coeficientes de desgaste médio inferiores aos obtidos nos demais lubrificantes (B50 e B7) aplicados no estudo, confirmando a tendência encontrada em [6,8]; -As imagens micrográficas obtidas no Microscópio Eletrônico de Varredura indicaram que o principal mecanismo de desgaste atuantes nos ensaios sem lubrificação e lubrificados foi o desgaste abrasivo [9]. As amostras de aço SAE 1045 apresentaram craterações formadas por fadiga superficial [5].…”

Section: Conclusãounclassified

Avaliação Da Resistência Ao Desgaste Dos Aços Sae 52100 E Sae 1045 Lubrificados Com Biodiesel E Óleo Diesel Comercial

Castro¹,

Santos²,

Pacheco³

2018

ABM Proceedings

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ResumoO presente trabalho tem por objetivo avaliar a resistência ao desgaste de dois diferentes materiais (três amostras de aço SAE 52100 e três amostras de SAE 1045) em diferentes condições microestruturais, sem lubrificação e com lubrificação (utilizando biodiesel B100, óleo diesel/biodiesel B50 e óleo diesel comercial B7). Quatro amostras foram submetidas a tratamento térmico de têmpera (830°C resfriado em óleo nas amostras de aço SAE 52100 e 850°C resfriado em água nas amostras de SAE 1045) seguida de revenimento (100°C e 200°C nas amostras de aço SAE 52100 e 100°C e 300°C nas amostras de SAE 1045). Os ensaios foram realizados em um tribômetro do tipo pinosobre-disco, com rotação de 300 RPM, 1,5kg de carga e 4400m de distância percorrida, seguindo as recomendações da norma ASTM G99-95, medição da microdureza superficial da pista de desgaste e avaliação da superfície desgastada das amostras com um Microscópio Eletrônico de Varredura (MEV). Ao final dos ensaios, observou-se a variação da resistência ao desgaste entre os diferentes materiais, diferentes microestruturas e diferentes lubrificantes aplicados no ensaio. Os resultados indicaram uma tendência de diminuição de desgaste nos ensaios realizados com lubrificação de biodiesel B100. Palavras-chave: Tribologia; Biodiesel; Pino-sobre-disco; Lubrificante. EVALUATION OF WEAR RESISTANCE OF SAE 52100 AND SAE 1045 STEELS, LUBRICATED BY PURE BIODIESEL, BIODIESEL-DIESEL BLEND AND COMERCIAL DIESEL OIL AbstractThe present study aims to evaluate the wear resistance of two different materials (SAE 52100 and SAE 1045 steels) in different microstructure conditions without lubrification and using biodiesel (B100), biodiesel-diesel blend (B50) and commercial diesel fuel (B7). Four samples were subjected to hardening heat treatment of quenching (temperature: 830°C cooled in oil in SAE 52100 steel samples and temperature: 850°C and cooled in water in SAE 1045 samples) followed by tempering (100°C and 200°C in SAE 52100 steel samples to 100°C and 300°C in samples of SAE 1045 steel). It was obtained samples with four different hardness and different microstructure conditions (tempered martensite in steel SAE 1045 and tempered martensite with Chromium Carbide in steel SAE 52100). The experiments will be conducted in a pin-on-disk tribometer, with rotation of 300 RPM, 1,5kg load and 4400 m distance covered, according to the recommendations of ASTM G99-95, followed by the wear track surface hardness measurement and evolution of the samples wear surface with a Scanning Electron Microscope. At the end of the trials, there was a variation of wear resistance between different materials, different microstructures and different lubricants applied in the test. The results showed a tendency to decrease in wear tests with B100 biodiesel lubrication.

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“…ZHU 等 [3][4][5] 通过销盘滑动摩擦试验研究了环境条件 (温湿度)对轮轨摩擦因数的影响，对磨耗速率、摩擦因数等在不同相对温湿度下的变化关系进行了比较，发现钢轨的温度和钢轨运行表面周围的湿度对黏着性能有很大的影响；LYU [6] 通过销盘式摩擦磨损试验机试验研究了环境条件和铁氧化物对轮轨接触磨损性能的影响结果发现清洁接触条件下，黏着磨损主要表现在低湿度条件下，随着温度的降低，磨损更加严重。在高温和室温条件下(即 20 °C 和 10 °C)氧化物片会自行产生，在干燥条件下，销钉在 20 °C 时磨损严重，在 3 °C 时出现磨粒磨损，提高湿度，使销销避免严重磨损；HAYASHI 等 [7] 通过黏着力测试车研究了不同温湿度、运行距离下的轮轨间摩擦因数变化规律；BAEK 等 [8][9] 通过一种双盘滚动摩擦试验机模拟仿真在不同温湿度工况下实际车轮和钢轨接触，在低蠕滑率和低速度条件下的轮轨瞬态黏着特性试验研究中发现，随着湿度的增大、最大黏着系数和稳态黏着系数都减小，而且在摩擦试验机上模拟的数据与商业运营线路上所测得的数据一致性很好；在湿轮轨滚滑条件下的瞬态黏着特性试验研究中发现，在湿环境下的最大黏着系数随着速度的增大而下降，而随着接触应力的增大则保持不变；李正军 [10] 在 UTM 试验机上，采用销-盘滑动磨损的试验方法分别在低湿度(20%～25%)、中湿度(50%～55%)和高湿度(90%～95%)条件下，对重载车轮钢、日本标准车轮钢和欧洲标车轮钢 3 种不同车轮进行了摩擦试验，结果表明：随着相对湿度的升高，系统黏着系数呈下降趋势；肖乾等 [11] …”

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Influence Analysis of Different Temperature and Humidity on High-speed Train Wheel Wear

Xiao¹

2018

JME

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Abstract：To further research on the influence of temperature and humidity on high-speed train wheel wear, on the basis of the existing test data, and statistical methods and Zobory, Archard wear model are used, temperature and humidity related functional model of friction coefficient and the considering the influences of temperature and humidity wear prediction model is deduced. The high-speed wheel/rail tangential contact relationship is defined on the basis of temperature and humidity related functional model of friction coefficient, and the mixed Eulerian/Lagrangian method is established by the steady-state rolling wheel/rail contact finite element model, the high-speed wheel/rail contact characteristic is analyzed under the conditions of different temperature and humidity, then the wear prediction model is used to analyze the condition of wheel contact spot wear characteristics under the different temperature and humidity condition. The last, the field monitoring data and the model prediction data are compared， and the considering the influence of temperature and humidity wear predictionmodel feasibility is analyzed. The results show: Without considering the effect of transverse and transverse force, with the rise of temperature and humidity, the wheel longitudinal creep force/rate, lateral creep force/rate, wear depth all showed a trend of decline; Compared with the field monitoring data and the model prediction data, and the correlation is good. At the same time, presents a more consistent change rule, so the considering the influences of temperature and humidity wear prediction model feasibility is stronger. Key words：temperature and humidity；high speed train；wheel rail wear；finite element model 0 前言1

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Wear between wheel and rail: A pin-on-disc study of environmental conditions and iron oxides

Cited by 79 publications

References 36 publications

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

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

Avaliação Da Resistência Ao Desgaste Dos Aços Sae 52100 E Sae 1045 Lubrificados Com Biodiesel E Óleo Diesel Comercial

Influence Analysis of Different Temperature and Humidity on High-speed Train Wheel Wear

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