Wheel Wear Predictions for Tangent Track Running

Fries, Robert; Dávila, Carlos G.

doi:10.1115/1.3143873

Cited by 13 publications

(7 citation statements)

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“…As well as materials, new design tools are also being developed, which incorporate vehicle dynamics and wear modelling for predicting the evolution of wheel profiles [2][3][4][5][6][7]. In principle, these tools follow a similar approach as outlined in Fig.…”

Section: Introductionmentioning

confidence: 99%

Mapping railway wheel material wear mechanisms and transitions

Lewis

Dwyer-Joyce

Olofsson³

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part F:

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In order to develop more durable wheel materials to cope with the new specifications being imposed on wheel wear, a greater understanding of the wear mechanisms and transitions occurring in wheel steels is needed, particularly at higher load and slip conditions.The aim of this work was to draw together current understanding of the wear mechanisms, regimes, and transitions (particularly with R8T wheel material) and new tests on R7T wheel material; to identify gaps in the knowledge; and to develop new tools for assessing wear of wheel materials, such as wear maps, that can be used to improve wear prediction. Wear assessment of wheel materials, as well as wear rates, regimes, and transitions, is discussed.Twin disc wear testing, used extensively for studying wear of wheel and rail materials, has indicated that three wear regimes exist for wheel materials: mild, severe, and catastrophic. These have been classified in terms of wear rate and features. Wear rates are seen to increase steadily initially and then level off, before increasing rapidly as the severity of the contact conditions is increased.Analysis of the contact conditions in terms of friction and slip has indicated that the levelling off of the wear rate observed at the first wear transition is caused by the change from partial slip to full slip conditions at the disc interface. Temperature calculations for the contact showed that the large increase in wear rates seen at the second wear transition may result from a thermally induced reduction in yield strength and other material properties. Comparisons made between discs and actual wheels have provided some support for the theories relating to the transitions observed.Wear maps have been produced using the test results to study how individual contact parameters such as load and sliding speed influence wear rates and transitions. The maps are also correlated to expected wheel-rail contact conditions. This improved understanding of wheel wear mechanisms and transitions will help in the aim of eventually attaining a wear modelling methodology reliant on material properties rather than on wear constants derived from testing.

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Section: Introductionmentioning

confidence: 99%

Mapping railway wheel material wear mechanisms and transitions

Lewis

Dwyer-Joyce

Olofsson³

et al. 2010

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…The main drawback in analysis tools that incorporate vehicle dynamics and wear modelling for predicting the evolution of wheel profiles [7][8][9], is in the approach to wear modelling used in each. Previously developed wear models are taken, based on the Archard sliding wear model or a frictional work model, and used with wear coefficients taken from the literature.…”

Section: Introductionmentioning

confidence: 99%

Wear mechanisms and transitions in railway wheel steels

Lewisa

Dwyer-Joyce

2004

Proceedings of the Institution of Mechanical Engineers, Part J:

148

128

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The need to improve safety and reduce costs means new specifications are being imposed on railway wheel wear. These mean that more durable wheel steels are required. In order to develop such materials, a greater understanding is needed of the wear mechanisms and transitions occurring in wheel steels.In this work twin disc wear testing has been carried out to study the wear characteristics of R8T railway wheel steel. The results have indicated that compared to previous wheel steels R8T offers greater wear resistance. Three wear regimes were identified; mild, severe and catastrophic. Wear rates were seen to increase steadily initially, then level off, before increasingly rapidly as the severity of the contact conditions increased. This paper is concerned with the form of the data and the reasons for the transitions.Analysis of the contact conditions indicated that the first transition in the wear rate was caused by the change from partial slip to full slip conditions at the disc interface.Temperature calculations for the contact showed that the large increase in wear rates seen at the second wear transition may result from a thermally induced reduction in yield strength and other material properties.This improved understanding will help in the progressing towards the aim of eventually attaining a wear modelling methodology reliant on material properties rather than wear constants derived from testing.

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“…In this study, the normal problem will be solved in two different ways; using an experimental ultrasonic technique (Section 2.1), as well as by numerical methods (Section 2.2). The numerical approach applied here is typical of that applied by many researchers [2][3][4][5][6][7]. Measured contact profiles are loaded together and the area of interpenetration calculated.…”

Section: Wheel-rail Wear and Contact Modellingmentioning

confidence: 99%

“…Understanding of the wear rates will also help with planning regrinding schedules. Design tools have been developed that integrate vehicle dynamics and wear modelling to predict the evolution of wheel profiles [2][3][4][5][6][7]. These tools all have the same basic structure as outlined in Fig.…”

Section: Introductionmentioning

confidence: 99%

Experimental and numerical modelling of wheel–rail contact and wear

Cardete

Roda

Marshall

et al. 2011

Wear

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In the field of simulation of railroad vehicles, there are many numerical models to estimate the interaction forces between the wheel and rail. The main advantage of these models is that they can be used together with multi-body dynamics software to calculate the motion of a vehicle in real time. However, the result of these contact models is usually post-processed to estimate wear on the profiles and some hypotheses assumed by the contact models may be inadequate for wear analysis. This is the case when considering surface roughness, which is not introduced in the numerical models and makes wear prediction imprecise. In this work an experimental method based on the measurement of ultrasonic reflection is used to solve the contact problem, together with a FASTSIM (simplified theory of rolling contact) algorithm. This technique is suitable to deal with rough surfaces and gives a better approximation of the material behaviour. Wear is estimated by means of the energy dissipation approach (T•gamma). Two different contacts are investigated, using wheel and rail profiles coming from unused and worn specimens. In order to obtain realistic results, special care is taken when locating the specimens to reproduce the same contact that appears between the wheel and the rail in the track.

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Wheel Wear Predictions for Tangent Track Running

Cited by 13 publications

References 0 publications

Mapping railway wheel material wear mechanisms and transitions

Mapping railway wheel material wear mechanisms and transitions

Wear mechanisms and transitions in railway wheel steels

Experimental and numerical modelling of wheel–rail contact and wear

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