Relevant bibliographies by topics / Wheel and rail wear

Academic literature on the topic 'Wheel and rail wear'

Author: Grafiati
Published: 10 December 2022
Last updated: 19 February 2023

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Journal articles on the topic "Wheel and rail wear"

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Quan SUN, Yan, Maksym SPIRYAGIN, Colin COLE, and Dwayne NIELSEN. "WHEEL–RAIL WEAR INVESTIGATION ON A HEAVY HAUL BALLOON LOOP TRACK THROUGH SIMULATIONS OF SLOW SPEED WAGON DYNAMICS." Transport 33, no. 3 (October 2, 2018): 843–52. http://dx.doi.org/10.3846/16484142.2017.1355843.

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Heavy haul railway track infrastructure are commonly equipped with balloon loops to allow trains to be loaded/unloaded and/or to reverse the direction of travel. The slow operational speed of trains on these sharp curves results in some unique issues regarding the wear process between wheels and rails. A wagon dynamic system model has been applied to simulate the dynamic behaviour in order to study the wheel–rail contact wear conditions. A wheel–rail wear index is used to assess the wear severity. The simulation shows that the lubrication to reduce the wheel–rail contact friction coefficient can significantly reduce the wear severity. Furthermore, the effects of important parameters on wheel–rail contact wear including curve radius, wagon speed and track superelevation have also been considered.
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Leso, TP, CW Siyayisa, RJ Mostert, and J. Moema. "Study of wear performance of wheel and rail steels under dry sliding conditions." Suid-Afrikaanse Tydskrif vir Natuurwetenskap en Tegnologie 40, no. 1 (January 24, 2022): 44–50. http://dx.doi.org/10.36303/satnt.2021cosaami.09.

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The demand for efficient railway services has significantly increased in the past years due to an increased demand for the high-speed transportation of goods with high loads. The increase in loads and velocities has resulted in increased problems associated with rolling contact fatigue (RCF), rolling and sliding wear on the wheel and rail materials causing a reduction of service life of wheel/rail systems. Rail operating companies spend significant funds in maintenance and replacing damaged rails and wheels caused by wear. In addition, unscheduled maintenance due to wear and RCF often lead to poor availability of railway networks. For this study, dry sliding wear was investigated on wheel and rail steels using RTEC Multi-Function Tribometer. The results demonstrated that the rig was successful in simulating sliding wear, and that the fractions of the wear components could be varied, and it also provided instrumentation. Information on coefficient of friction against sliding distance and applied force were obtained which were used to compare sliding wear performance of both wheel and rail steels. The wheel was found to perform better than the rail under the same conditions due to its high initial hardness values and smaller interlamellar spacing.
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Magel, Eric, and Joe Kalousek. "Designing and assessing wheel/rail profiles for improved rolling contact fatigue and wear performance." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 7 (June 1, 2017): 805–18. http://dx.doi.org/10.1177/0954409717708079.

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A quick survey of wheel and rail profiles used around the world reveals a huge range of options. Wheels come in cylindrical, conical, and concave variations, while rails range in shape from a very flat 14 in. (350 mm) head radius to a tightly crowned 6 in. (150 mm) head radius. The rationale for implementing one or the other is often institutional inertia—a strong tendency to continue doing what has been done in the past. But the impacts of wheel and rail profiles on the performance of the vehicle/track interaction are large and the decision should not be made lightly. Unfortunately, there are few well-matched “off-the-shelf” solutions from the existing commercially available profiles, such that new rails and wheels often suffer early failures or infant mortality. Through examples and case studies, this paper discusses the significant role that wheel and rail profiles play with respect to performance and safety and makes the case for wheel and rail profiles specifically suited to the needs of each railway. Various techniques for assessing the performance of systems of wheels and rails are reviewed and discussed.
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Kumar, S., P. K. Krishnamoorthy, and D. L. Prasanna Rao. "Influence of Car Tonnage and Wheel Adhesion on Rail and Wheel Wear: A Laboratory Study." Journal of Engineering for Industry 108, no. 1 (February 1, 1986): 48–58. http://dx.doi.org/10.1115/1.3187041.

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This study presents the results and analysis of a laboratory investigation, of rail and wheel wear under clean and dry tangent track conditions, utilizing the IIT-GMEMD quarter scale simulation facility. Important factors influencing rail degradation are discussed followed by five different load/lubrication classifications of contacts. Influence of two important parameters, viz. wheel load (N) and adhesion coefficient of the tractive wheels (μ), on rail and wheel wear has been studied under conditions of Hertzian simulation. Seven separate experiments were conducted to measure wear of rail and nontractive freight car wheels. These were followed by six additional wear tests, simulating a typical U.S. locomotive, to investigate the effect of adhesion coefficients. The wear rates for tonnages* exceeding 65–70 t car increase at a much higher rate than those for tonnages below 65 t. Nonlinear relationship showing wear rate proportional to N5.4 and a bilinear relation have been developed. Considerations of contact plasticity show that the stress corresponding to 68-t freight load is a threshold stress which when exceeded leads to continual plasticity of new rails thus preventing shakedown. The influence of adhesion coefficient is also quite nonlinear, the wear rates being much higher for μ > 0.3. Photomicrographs of the surfaces of the wheel and rail at the end of the tests showed mild wear for μ ≤ 0.25 and severe wear for μ ≥ 0.35 indicating a transition of wear mechanism from mild to severe slightly above μ = 0.25. Wear rate is found to be approximately proportional to the square of the adhesion coefficient. A bilinear relation of wear rate versus μ, which is more accurate, is also given. It was observed that the effect of adhesion is more severe than the effect of tonnage alone. However, the tonnage effect is of serious consequence regarding plastic shakedown of the rails. A formulation of wear rate as a combined function of tonnage and adhesion coefficient is given. The urgent need for a solution of this problem is pointed out.
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Ma, He, Jun Zhang, and Xiu Juan Zhang. "The Calculation and Analysis for the Independent Wheels of Tramcar." Applied Mechanics and Materials 577 (July 2014): 297–300. http://dx.doi.org/10.4028/www.scientific.net/amm.577.297.

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The wheel/rail profiles in different wear stages are measured using the apparatus of wheel-rail profile. The 3D elastic-plastic FEM contact models are established for the straight line and curves, in which attack angle is considered. Contact problems between the wheels in different wear stages and the worn rail are studied. Contact area, normal contact force, and equivalent Von Mises stress of different cases are analyzed. The obtained results show that the maximum equivalent Von Mises stress reduces and tends to be steady with the independent wheel wearing. Widening the track gauge can have an influence on the variation of wheel wear positions and the wear rules between wheel and rail. When the wheel with a certain attack angle contacts with rail, the maximum equivalent Von Mises stress appears at the contact region between the flange and rail side. The influence of attack angle on the wear between the wheel and rail is quite serious. It is very important to do the research for the further optimization and design of the wheel/rail profiles.
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Zhang, Tie, Jun Zhang, and Chuan Xi Sun. "The Profile Analysis of Wheels and Rails of Different Wear Stages for Heavy-Haul Wagons." Applied Mechanics and Materials 602-605 (August 2014): 291–94. http://dx.doi.org/10.4028/www.scientific.net/amm.602-605.291.

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A large number of wheel and rail profiles of different wear stages are tracked and measured using the wheel/rail profile admeasuring apparatus for DaTong-QinHuangdao heavy-haul line. The finite element method (FEM) models and dynamic models of the contact between wheels and rails are both established for two working conditions (i.e., straight line and curve line). In addition, the corresponding parameters and indexes are obtained through the simulation and calculation. The results show that the maximum equivalent stress for the wheel profile of type II is lower than those of wheel profiles in other stages for the straight and curve lines. Its contact stress distribution is more uniform than others. The dynamics indexes including stationarity and stability of the standard wheel profiles ( i.e. LM) are the best. The indexes are gradually reduced along with the abrasion of wheel profiles. When passing the curve, the dynamics indexes of wheel profiles in each stage are reached the evaluation standard. The abrasion rate of wheels and rails can be reduced relatively when wheels are matched with the worn rails in the stable stage.
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Hou, Maorui, Bingzhi Chen, and Di Cheng. "Study on the Evolution of Wheel Wear and Its Impact on Vehicle Dynamics of High-Speed Trains." Coatings 12, no. 9 (September 14, 2022): 1333. http://dx.doi.org/10.3390/coatings12091333.

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Wheel wear is one of the most critical factors affecting the vehicle performances and maintenance costs of railway vehicles. However, previous research has to ignore the initial wheel-rail profiles for the evolution of wheel wear. Therefore, this work investigates the relationship between the evolution of wheel wear corresponding to different initial wheel-rail profiles and vehicle dynamics, wheel-rail deterioration. Firstly, the evolution of wheel wear during a long service period is measured from two high-speed railway trains running on two different lines. Contact geometry, e.g., equivalent conicity and contact pair distribution, are extracted. After that, the influence of wheel wear on the vehicle dynamic performance is studied using a multi-body dynamic software. The calculated contact parameters, e.g., pressure, shear traction, and creepage, are used to analyze the distribution of rolling contact fatigue. Based on the experimental and simulation results, the initial wheel and rail profiles significantly affects the wheel wear pattern, the thin rim wheel has uniform wear, and other wheels occurs hollow wear. The hollow wear can lead to gradual deterioration of vehicle dynamics, which conversely aggravates the wheel reprofiling.
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Telliskivi, Tanel, and Ulf Olofsson. "Wheel–rail wear simulation." Wear 257, no. 11 (December 2004): 1145–53. http://dx.doi.org/10.1016/j.wear.2004.07.017.

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Wei, Kai, Xin Xiao, and Yu De Xu. "Rail Pre-Grinding on Shanghai-Nanjing PDL and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 660–63. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.660.

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The paper tests the rail profiles of Shanghai-Nanjing PDL after its rail pre-grinding. The grinding values are counted, which shows that the grinding mainly occurs on the inner side of rail top, ranging from 0 to 1.26mm. Wheel-Rail Contact Geometry is also analyzed. Results shows that after pre-grinding, the wheel-rail contact points concentrate to the center of rail top, and it is good for rail wear control. But the rolling radius difference decreases and it weakens the rails ability of return the wheels position.
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Kosarchuk, V., M. Chausov, V. Tverdomed, A. Pilipenko, and O. Aharkov. "LUBRICANT COMPOSITION FOR INCREASING WEAR RESISTANCE OF HEAVY-LOADED FRICTION PAIRS." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 39 (June 30, 2022): 30–40. http://dx.doi.org/10.32703/2617-9040-2022-39-4.

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The proposed new lubricating composition, which significantly reduces the wear resistance of the rails and wheels of rolling stock during operation, prevents electrochemical corrosion of friction pairs “wheel – rail” and, most importantly, stabilizes the coefficient of friction at the optimum level after a relatively short operating time. The experiments performed on the friction pair “sample of the bandage material of the railway wheel – a sample of the rail material” at the ratio of hardness at the bandage material (Rockwell hardness, HRC scale - 35.3) to the hardness of the rail material 1,1. Test results show that in the case of industrial lubricant, the BioRail brand, with the addition of nanomaterial friction pair with lower wear hardness of the rail metal sample after three hours in operation was practically not observed. Moreover, the average value of the friction coefficient for three hours of operation had been maintained at the level 0.25, which is optimal for the friction pair “wheel – rail”.
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Dissertations / Theses on the topic "Wheel and rail wear"

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Telliskivi, Tanel. "Wheel-rail Interaction Analysis." Doctoral thesis, KTH, Machine Design, 2003. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-3532.

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A general approach to numerically simulating wear in rollingand sliding contacts is presented in this thesis. A simulationscheme is developed that calculates the wear at a detailedlevel. The removal of material follows Archard’s wear law,which states that the reduction of volume is linearlyproportional to the sliding distance, the normal load and thewear coefficient. The target application is the wheel-railcontact.

Careful attention is paid to stress properties in the normaldirection of the contact. A Winkler method is used to calculatethe normal pressure. The model is calibrated either withresults from Finite Element simulations (which can include aplastic material model) or a linear-elastic contact model. Thetangential tractions and the sliding distances are calculatedusing a method that incorporates the effect of rigid bodymotion and tangential deformations in the contact zone.Kalker’s Fastsim code is used to validate the tangentialcalculation method. Results of three different sorts ofexperiments (full-scale, pin-on-disc and disc-on-disc) wereused to establish the wear and friction coefficients underdifferent operating conditions.

The experimental results show that the sliding velocity andcontact pressure in the contact situation strongly influencethe wear coefficient. For the disc-on-disc simulation, therewas good agreement between experimental results and thesimulation in terms of wear and rolling friction underdifferent operating conditions. Good agreement was alsoobtained in regard to form change of the rollers. In thefull-scale simulations, a two-point contact was analysed wherethe differences between the contacts on rail-head to wheeltread and rail edge to wheel flange can be attributed primarilyto the relative velocity differences in regard to bothmagnitude and direction. Good qualitative agreement was foundbetween the simulated wear rate and the full-scale test resultsat different contact conditions.

Keywords:railway rail, disc-on-disc, pin-on-disc,Archard, wear simulation, Winkler, rolling, sliding

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Jon, Sundh. "On wear transitions in the wheel-rail contact." Doctoral thesis, KTH, Maskinkonstruktion (Avd.), 2009. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-11563.

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Wear transitions in the wheel–rail contact are of increasing interest since the general trend in railway traffic is toward increased velocities and axle loads. Curving increases the risk of flanging, causing the contact to change from an almost pure rolling wheel tread–rail head contact to more of a sliding wheel flange–rail gauge contact on the high rail in curves. Under wheel flange–rail gauge contact conditions, wear transitions to severe or catastrophic wear will occur if the contact is improperly lubricated. Such a transition is the most undesirable transition in the wheel–rail contact, as it represents a very expensive operating condition for railway companies. The contact conditions responsible for this transition are very severe as regards sliding velocity and contact pressure, and thus place high demands on both the lubricant and the wheel and rail materials. The focus of this thesis is on the transitions between different wear regimes in a wheel–rail contact. Wear is discussed both in traditional tribological terms and in terms of the categories used in the railway business, namely mild, severe and catastrophic wear. Most of the work was experimental and was performed at the Royal Institute of Technology (KTH), Department of Machine Design. The effects of contact pressure, sliding velocity, and type of lubricant have been investigated, producing results that resemble those of other studies presented in the literature. The absence of research relating to the wheel flange–rail gauge contact is addressed, and it is concluded that a lubricant film must be present on rails in curves to prevent severe or catastrophic wear. The formulation of this lubricant can further increase its wear- and seizure-preventing properties. To obtain a deeper understanding of wear transitions, methods such as airborne particle measurement and electron microscopy have been used. Paper A presents the test methodology used to detect seizure and discusses the wear-reducing influence of free carbon in highly loaded contacts. Paper B presents the testing of seizure-initiating conditions for a range of environmentally adapted lubricants applied to wheel and rail materials; a transient pin-on-disc test methodology was used for the testing. Paper C presents the use of pin-on-disc methodology to study the wear-reducing effects of a wide range of lubricants. The best performing lubricant was a mineral oil containing EP and AW additives. Paper D relates wear rates and transitions to airborne particles generated by an experimentally simulated wheel–rail contact. The airborne particles generated varied in size distribution and amount with wear rate and mechanism. Paper E relates additional analysis techniques, such as FIB sectioning, ESCA analysis, airborne particle measurements, and SEM imaging of airborne wear particles, to the contact temperature.
QC 20100721
Samba 6
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Sánchez, Arandojo Adrián. "On validation of a wheel-rail wear prediction code." Thesis, KTH, Spårfordon, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-134706.

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During the past years, several tools have been developed to try predicting wheel and rail wear of railway vehicles in an e-cient way. In this MSc thesis a new wear prediction tool developed by I.Persson is studied and compared with another wear prediction tool, developed by T.Jendel, which has been already validated and is in use since several years ago. The advantages that the new model gives are simpler structure, the consideration of wear as a continuous variable and that all the code is integrated in the same software. The two models have the same methodology until the part of the wear calculations and the post-processing. Wheel-rail geometry functions and time domain simulations are performed with the software GENSYS. In the simulation model the track and the vehicle are dened as well as other important properties such as vehicle speed and coe-cient of friction. Three simple tracks are used: tangent track, R=500 m curve with a cant of ht=0.15 m on the outer rail and R=1000 m curve with a cant of ht=0.1 m on the outer rail. The model is assumed to be symmetric so just outer (first and fourth axle) and inner (second and third axles) wheels are considered. During the vehicle-track interaction, the normal and tangential problems are solved. The wheel-rail contact is modelled according to Hertz's theory and Kalker's simplied theory with the help of the algorithm FASTSIM. Then wear calculations are performed according to Archard's wear law. It is applied in dierent ways, obtaining wear depth directly in Jendel's and wear volume rate in Persson's model. Jendel's model is rstly analyzed. Its specifc methodology is briefly explained and modications are performed on the code to make it work as similar as possible to Persson's model. Also parameters regarding the distance in which wear calculations are taken, the discretization of the width of the wheel and the discretization of the contact patch are analyzed. The methodology of Persson's model is also studied, most of all the performance of the post-processing which is one of the keys to the code. The parameters analyzed in this code are the ones regarding a statistical analysis performed during the post-processing and the discretization of the contact patch. Finally the comparisons between the wear depth obtained for both models are carried out. The discrepancies between the models are explained with the parameters analyzed and the dynamic behaviour of both models. Also a theoretical case is used as reference for comparison.
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Robla, Sánchez Ignacio. "Wheel Wear Simulation of the Light Rail Vehicle A32." Thesis, KTH, Spårfordon, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-261228.

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During the last decade, a novel methodology for wheel wear simulation has been developed in Sweden. The practical objective of this simulation procedure is to provide an integratedengineering tool to support rail vehicle design with respect to wheel wear performance and detailed understanding of wheel-rail interaction. The tool is integrated in a vehicle dynamicssimulation environment.The wear calculation is based on a set of dynamic simulations, representing the vehicle, the network, and the operating conditions. The wheel profile evolution is simulated in an iterativeprocess by adding the contribution from each simulation case and updating the profile geometry.The method is being validated against measurements by selected pilot applications. To strengthen the confidence in simulation results the scope of application should be as wide aspossible in terms of vehicle classes. The purpose of this thesis work has been to try to extend the scope of validation of this method into the light rail area, simulating the light rail vehicleA32 operating in Stockholm commuter service on the line Tvärbanan.An exhaustive study of the wear theory and previous work on wear prediction has been necessary to understand the wear prediction method proposed by KTH. The dynamicbehaviour of rail vehicles has also been deeply studied in order to understand the factors affecting wear in the wheel-rail contact.The vehicle model has been validated against previous studies of this vehicle. Furthermore new elements have been included in the model in order to better simulate the real conditionsof the vehicle.Numerous tests have been carried out in order to calibrate the wear tool and find the settings which better match the real conditions of the vehicle.Wheel and rail wear as well as profile evolution measurements were available before this work and they are compared with those results obtained from the simulations carried out.The simulated wear at the tread and flange parts of the wheel match quite well the measurements. However, the results are not so good for the middle part, since themeasurements show quite evenly distributed wear along the profile while the results from simulations show higher difference between extremes and middle part. More tests would benecessary to obtain an optimal solution.
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Spangenberg, Ulrich. "Reduction of rolling contact fatigue through the control of the wheel wear shape." Thesis, University of Pretoria, 2017. http://hdl.handle.net/2263/62796.

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Heavy haul railway operations permit the transport of huge volumes at lower cost than other modes of transport. The low cost can only be sustained if the maintenance costs associated with such railway operations are minimised. The maintenance costs are mainly driven by wheel and rail damage in the form of wear and rolling contact fatigue (RCF). Low wear rates in the wheel-rail interface have resulted in an increase in the prevalence of rail RCF, thereby increasing rail maintenance costs. The aim of this study is to develop an approach to reduce rail RCF on South Africa’s iron ore export line by managing the worn wheel shape. This approach is developed by evaluating wheel and rail profile shapes that contribute the most to RCF initiation, studying the influence of suspension stiffness and rail profile changes as well as a redesign of the wheel profile. The influence of wheel and rail profile shape features on the initiation of rolling contact fatigue (RCF) cracks was evaluated based on the results of multibody vehicle dynamics simulations. The damage index and surface fatigue index were used as two damage parameters to assess the influence of the different features. The damage parameters showed good agreement to one another and to in-field observations. The wheel and rail profile shape features showed a correlation to the predicted RCF damage. The RCF damage proved to be most sensitive to the position of hollow wear and thus bogie tracking. RCF initiation and crack growth can be reduced by eliminating unwanted shape features through maintenance and design and by improving bogie tracking. Two potential mitigation measures had been adapted from those published in literature to reduce RCF. The mitigation measures involved changes in suspension stiffness to spread wheel wear across the tread and the use of gauge corner relief rail profiles. These mitigation measures were evaluated by means of multibody dynamics and wear maintenance costs. These mitigation measures, however, did not prove to be successful in reducing RCF initiation while maintaining a low wheel wear rate. The current operating conditions on South Africa’s iron ore line, although still not optimal overall, were found to be better in terms of their wear and RCF performance than the two proposed RCF mitigation measures. Based on the finding of the study on two RCF mitigation measures it was recommended that a conformal wheel profile be developed to spread the wheel wear across the tread to reduce the occurrence and propagation of RCF cracks, while still maintaining low wheel wear rates. A comparative study of this new wheel profile design and the current wheel profile design was therefore performed using multibody dynamics simulation together with numerical wheel wear and RCF predictions. The advantages of the conformal wheel profile design were illustrated by evaluating the worn shape and resulting kinematic behaviour of the conformal design. The conformal design had a steadier equivalent conicity progression and a smaller conicity range compared with the current wheel profile design over the wheel’s wear life. The combination of a conformal wheel profile design with 2 mm hollow wear and inadequate adherence to grinding tolerances often result in two-point contact, thereby increasing the probability of RCF initiation. The conformal wheel profile design was shown to have many wear and RCF benefits compared with the current wheel profile design. However, implementation of such a conformal wheel profile must be accompanied by improved rail grinding practices to ensure rail profile compliance. Based on these findings an approach is proposed where the conformal wheel profile design together with improved compliance of the in-service rail profiles to the target rail profile are implemented. This has the potential to reduce RCF initiation on South Africa’s iron ore export line.
Thesis (PhD)--University of Pretoria, 2017.
Mechanical and Aeronautical Engineering
PhD
Unrestricted
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Dirks, Babette. "Simulation and Measurement of Wheel on Rail Fatigue and Wear." Doctoral thesis, KTH, Spårfordon, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-168023.

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The life of railway wheels and rails has been decreasing in recent years. This is mainly caused by more traffic and running at higher vehicle speed. A higher speed usually generates higher forces, unless compensated by improved track and vehicle designs, in the wheel-rail contact, resulting in more wear and rolling contact fatigue (RCF) damage to the wheels and rails. As recently as 15 years ago, RCF was not recognised as a serious problem. Nowadays it is a serious problem in many countries and ''artificial wear'' is being used to control the growth of cracks by preventive re-profiling and grinding of, respectively, the wheels and rails.  This can be used because a competition exists between wear and surface initiated RCF: At a high wear rate, RCF does not have the opportunity to develop further. Initiated cracks are in this case worn off and will not be able to propagate deep beneath the surface of the rail or wheel. When wheel-rail damage in terms of wear and RCF can be predicted, measures can be taken to decrease it. For example, the combination of wheel and rail profiles, or the combination of vehicle and track, can be optimised to control the damage. Not only can this lead to lower maintenance costs, but also to a safer system since high potential risks can be detected in advance. This thesis describes the development of a wheel-rail life prediction tool with regard to both wear and surface-initiated RCF. The main goal of this PhD work was to develop such a tool where vehicle-track dynamics simulations are implemented. This way, many different wheel-rail contact conditions which a wheel or a rail will encounter in reality can be taken into account. The wear prediction part of the tool had already been successfully developed by others to be used in combination with multibody simulations. The crack prediction part, however, was more difficult to be used in combination with multibody simulations since crack propagation models are time-consuming. Therefore, more concessions had to be made in the crack propagation part of the tool, since time-consuming detailed modelling of the crack, for example in Finite Elements models, was not an option. The use of simple and fast, but less accurate, crack propagation models is the first step in the development of a wheel-rail life prediction model. Another goal of this work was to verify the wheel-rail prediction tool against measurements of profile and crack development. For this purpose, the wheel profiles of trains running on the Stockholm commuter network have been measured together with the crack development on these wheels. Three train units were selected and their wheels have been measured over a period of more than a year. The maximum running distance for these wheels was 230,000 km. A chosen fatigue model was calibrated against crack and wear measurements of rails to determine two unknown parameters.  The verification of the prediction tool against the wheel measurements, however, showed that one of the calibrated parameters was not valid to predict RCF on wheels. It could be concluded that wheels experience relatively less RCF damage than rails. Once the two parameters were calibrated against the wheel measurements, the prediction tool showed promising results for predicting both wear and RCF and their trade-off. The predicted position of the damage on the tread of the wheel also agreed well with the position found in the measurements.

QC 20150526

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Shebani, Amer. "Prediction of wheel and rail wear using artificial neural networks." Thesis, University of Huddersfield, 2016. http://eprints.hud.ac.uk/id/eprint/32047/.

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The prediction of wheel wear is a significant issue in railway vehicles. It is correlated with safety against derailment, economy, ride comfort, and planning of maintenance interventions, and it can result in delay, and costs if it is not predicted and controlled in an effective way. However, the prediction of wheel and rail wear is still a great challenge for railway systems. Therefore, the main aim of this thesis is to develop a method for predicting wheel wear using artificial neural networks. Initial tests were carried out using a pin-on-disc machine and this data was used to establish how wear can be measured using an Alicona profilometer. A new method has been developed for detailed wheel wear and rail wear measurements using ‘Replica’ material which was applied to the wheel and rail surfaces of the test rig to make a copy of both surfaces. The replica samples were scanned using an optical profilometer and the results were processed to establish wheel wear and rail wear. The effect of load, and yaw angle on wheel wear and rail wear were examined. The effect of dry, wet, lubricated, and sanded conditions on wheel wear and rail wear were also investigated. A Nonlinear Autoregressive model with eXogenous input neural network (NARXNN) was developed to predict the wheel and rail wear for the twin disc rig experiments. The NARXNN was used to predict wheel wear and rail wear under deferent surface conditions such as dry, wet, lubricated, and sanded conditions. The neural network model was developed to predict wheel wear in case of changing parameters such as speed and suspension parameters. VAMPIRE vehicle dynamic software was used to produce the vehicle performance data to train, validate, and test the neural network. Three types of neural network were developed to predict the wheel wear: NARXNN, backpropagation neural network (BPNN), and radial basis function neural network (RBFNN). The wheel wear was calculated using an energy dissipation approach and contact position on straight track. The work is focused on wheel wear and the neural network prediction of rail wear was only carried out in connection with the twin disk wear tests. This thesis examines the effect of neural network parameters such as spread, goal, maximum number of neurons, and number of neurons to add between displays on wheel wear prediction. The neural network simulation results were implemented using the Matlab program. The percentage error for wheel and rail wear prediction was calculated. Also, the accuracy of wheel and rail wear prediction using the neural network was investigated and assessed in terms of mean absolute percentage error (MAPE). The results reveal that the neural network can be used efficiently to predict wheel and rail wear. Further work could include rail wear and prediction on a curved track.
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Enblom, Roger. "On Simulation of Uniform Wear and Profile Evolution in the Wheel - Rail Contact." Doctoral thesis, Stockholm : Dept. of aeronautics and vehicle engineering, Royal Institute of Technology, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4184.

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Enblom, Roger. "Simulation of Wheel and Rail Profile Evolution : Wear Modelling and Validation." Licentiate thesis, KTH, Aeronautical and Vehicle Engineering, 2004. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-1754.

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Numerical procedures for reliable wheel and rail wearprediction are rare. Recent development of simulationtechniques and computer power together with tribologicalknowledge do however suggest computer aided wear prediction.The objective of the related research field at the RoyalInstitute of Technology (KTH) is to arrive at a numericalprocedure able to simulate profile evolution due to uniformwear to a degree of accuracy sufficient for application tovehicle dynamics simulation. Such a tool would be useful formaintenance planning as well as optimisation of the transportsystem and its components.

The research contribution accounted for in this thesisincludes, in addition to a literature review, refinement ofmethods applied to uniform wheel wear simulation by inclusionof braking and improvement of the contact model. Further atentative application to uniform rail wheel simulation has beenproposed and tested.

The first part addresses issues related to braking andwheel-rail contact conditions in the context of wheel wearsimulation. The KTH approach includes Archard’s wear modelwith associated wear maps, vehicle dynamics simulation andrailway network definition. In previous work at KTH certainvariations in operating conditions have been accounted forthrough empirically estimated average scaling factors. Theobjective of the current research is to be able to include suchvariations in the set of simulations. In particular theinfluence of disc braking and varying friction and lubricationconditions are investigated. Both environmental factors likemoist and contamination and deliberate lubrication need to beconsidered. As part of the associated contact analysis theinfluence of tangential elastic deformation of the contactingsurfaces on the sliding velocity has been separatelyinvestigated and found to be essential in case of partial slipcontact conditions.

In the second part validation of the improvements related towheel wear simulation is addressed. Disc braking has beenincluded in the simulation set and a wear map for moist contactconditions based on recent tribometer tests has been draftedand tested. It has been shown that the previously used brakingfactor accounts for the combination of the contributions fromsurface elasticity and braking. Good agreement withmeasurements from the Stockholm commuter service is achieved.It is concluded that the model improvements accounted for aresufficient for adequate simulation of tread wear but thatfurther development of the flange / gauge corner contactmodelling may be needed.

In the final part a procedure for simulation of rail wearand corresponding profile evolution has been formulated. Asimulation set is selected defining the vehicles running on thetrack to be investigated, their operating conditions, andcontact parameters. Several variations of input data may beincluded together with the corresponding occurrenceprobability. Trial calculations of four non-lubricated curveswith radii from 303 m to 802 m show qualitatively reasonableresults in terms of profile shape development and difference inwear mechanisms between gauge corner and rail head. The wearrates related to traffic tonnage are however overestimated. Itis believed that model refinements in terms of environmentalinfluence and contact stress calculation are useful to improvethe quantitative results.


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Sundh, Jon. "An experimental study on wear transitions in the wheel-rail contact /." Stockholm : Institutionen för maskinkonstruktion, Kungliga Tekniska högskolan, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4389.

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Books on the topic "Wheel and rail wear"

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L, Grassie S., ed. Mechanics and fatigue in wheel/rail contact: Proceedings of the Third International Conference on Contact Mechanics and Wear of Rail/Wheel Systems, Cambridge, U.K. July 22-26, 1990. Amsterdam: Elsevier, 1991.

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International Conference on Contact Mechanics and Wear of Rail/Wheel Systems (3rd 1990 Cambridge, UK). Papers presented at the ThirdInternational Conference on Contact Mechanics and Wear of Rail/Wheel Systems, Cambridge, UK, July 22-26, 1990. Edited by Dowson Duncan. Lausanne: Elsevier Sequoia, 1991.

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International Conference on Contact Mechanics and Wear of Rail/Wheel Systems (4th 1994 Vancouver, Canada). Papers presented at the 4th International Conference on Contact Mechanics and Wear of Rail-Wheel Systems, Vancouver, Canada, July 24-28, 1994. Edited by Kalousek J. Amsterdam: Elsevier, 1996.

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(Firm), Knovel, ed. Wheel-rail interface handbook. Boca Raton, FL: CRC Press, 2009.

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Nelson, James T. Wheel/rail noise control manual. Washington, D.C: National Academy Press, 1997.

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Bosso, Nicola. Mechatronic Modeling of Real-Time Wheel-Rail Contact. Berlin, Heidelberg: Springer Berlin Heidelberg, 2013.

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Bosso, Nicola, Maksym Spiryagin, Antonio Gugliotta, and Aurelio Somà. Mechatronic Modeling of Real-Time Wheel-Rail Contact. Berlin, Heidelberg: Springer Berlin Heidelberg, 2013. http://dx.doi.org/10.1007/978-3-642-36246-0.

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Association, International Heavy Haul. Guidelines to best practices for heavy haul railway operations: Wheel and rail interface issues. Virginia Beach, Va: International Heavy Haul Association, 2001.

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Wheel-Rail Rolling Contact & Its Application to Wear Simulation. Delft Univ Pr, 2002.

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Ghonem, H., and G. M. L. Gladwell. Contact Mechanics and Wear of Rail/Wheel Systems II: Proceedings. Univ of Waterloo Pr, 1987.

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Book chapters on the topic "Wheel and rail wear"

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Ichiyanagi, Yosuke, Yohei Michitsuji, Akira Matsumoto, Yasuhiro Sato, Hiroyuki Ohno, Daisuke Yamaguchi, Masuhisa Tanimoto, Takuya Matsuda, and Takanori Matsumi. "Estimation of Friction Coefficient Between Outside Wheel Flange and Rail Considering Influence of Wheel/Rail Wear." In Lecture Notes in Mechanical Engineering, 649–59. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_76.

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Zhang, Jie, Guang-xu Han, Xin-biao Xiao, Rui-qian Wang, Yue Zhao, and Xue-song Jin. "Influence of Wheel Polygonal Wear on Interior Noise of High-Speed Trains." In China's High-Speed Rail Technology, 373–401. Singapore: Springer Singapore, 2017. http://dx.doi.org/10.1007/978-981-10-5610-9_20.

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Frischmuth, Kurt, and Dirk Langemann. "Distributed Numerical Calculations of Wear in the Wheel-Rail Contact." In System Dynamics and Long-Term Behaviour of Railway Vehicles, Track and Subgrade, 85–100. Berlin, Heidelberg: Springer Berlin Heidelberg, 2003. http://dx.doi.org/10.1007/978-3-540-45476-2_6.

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Jendel, Tomas, and Mats Berg. "Prediction of Wheel Wear for Rail Vehicles — Methodology and Verification." In Solid Mechanics and Its Applications, 229–36. Dordrecht: Springer Netherlands, 2002. http://dx.doi.org/10.1007/978-94-017-1154-8_24.

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Arnold, Martin, and Helmuth Netter. "Wear profiles and the dynamical simulation of wheel-rail systems." In Progress in Industrial Mathematics at ECMI 96, 77–84. Wiesbaden: Vieweg+Teubner Verlag, 1997. http://dx.doi.org/10.1007/978-3-322-96688-9_8.

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Decroos, Kris, Jonathan Ceulemans, Bert Stallaert, and Tom Vanhonacker. "Wheel-Rail Contact Analysis with Emphasis on Wear (Measurements/Simulation)." In Notes on Numerical Fluid Mechanics and Multidisciplinary Design, 259–66. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-70289-2_26.

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Zhou, Yu, Congcong Zhang, Xuwei Huang, and Dingren Sun. "Effect of the Influence Factors on Rail Head Checks Initiation and Wear Growth Under Wheel-Rail Stick-Slip Contact." In Lecture Notes in Mechanical Engineering, 735–43. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38077-9_85.

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Fryza, J., and M. Omasta. "The Experimental Determination of the Grease Amount to Effective Wear Reduction in the Wheel-Rail Contact." In The Latest Methods of Construction Design, 127–32. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-22762-7_20.

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Viana, Thiago Gomes, Gustavo Tressia, and Amilton Sinatora. "Study of Sliding Wear in Rail and Wheel Steels: Effect of Hardness Ratio and Normal Load in Pin on Disc Test." In Lecture Notes in Mechanical Engineering, 587–99. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-15-9893-7_43.

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Willrich, Harald, and Bernhard Biehl. "Wheel/Rail Lubrication." In Encyclopedia of Lubricants and Lubrication, 2363–72. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-642-22647-2_172.

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Conference papers on the topic "Wheel and rail wear"

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Palese, Joseph W., Allan M. Zarembski, and Kyle Ebersole. "Stochastic Analysis of Transit Wheel Wear and Optimized Forecasting of Wheel Maintenance Requirements." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1305.

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As transit vehicle wheels accrue mileage, they experience flange and tread wear based on the contact between the railhead and wheel-running surface. When wheels wear excessively, the likelihood of accidents and derailments increases. Thus, regular maintenance is performed on the wheels, until they require replacement. One common maintenance practice is truing; using a specially designed cutting machine to bring a wheel back to an acceptable profile. This process removes metal from the wheel and is often based on wheel flange thickness standards (and sometimes wheel flange angle). Wheel replacement is usually driven by rim thickness, which is continually reduced by wear and metal removed by truing. This research study used wheel wear data provided by the New York City Transit Authority (NYCTA) to analyze wheel wear trends and forecast wheel maintenance (truing based on flange thickness) and wheel life (replacement based on rim thickness). Using automatic wheel-scanning technology, NYCTA was able to collect wheel profile measurements for nearly 4,000 wheels in its fleet over a six-month period, measured weekly. The resulting wheel measurement data was analyzed using advanced stochastic techniques to determine relationships for the changes in flange thickness over time for each wheel in the fleet. Flange thickness wear rate relationships for each wheel were then used to forecast the time it would take for a wheel to reach the flange thickness maintenance threshold as defined by NYCTA standards. Furthermore, a subpopulation of wheels that exhibited very high rates of wear were classified as “bad actors” and identified for further investigation to understand the cause of accelerated wear. This allows for identification and addressing of causal factors that relate to accelerated wear, such as angle of attack and L/V ratio. NYCTA has recently started capturing such data that relates truck performance, which can be related to rate of wear.
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Shu, Xinggao, Mark Dembosky, Curtis Urban, and Nicholas Wilson. "Rail Wear Simulation and Validation." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36189.

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Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), has developed an iterative rail wear prediction model in the NUCARS® vehicle/track interaction multibody simulation program through internal research and development efforts and with funding from Network Rail (NR) in the UK. The rail wear model was built upon the NUCARS® penetration model1 to take advantage of the wheel/rail (W/R) contact calculation methodology for conformal W/R profiles. In addition to the advantages of NUCARS vehicle and track modeling capabilities, it modifies the rail profile online based on the Wear Indices (Tγ) and penetrated W/R profile shapes in the multipoint contact patches, and automatically updates the rail profile for the next run. The penetrated wheel profile segments or “wheel footprints” are blended into the modified rail profile. The worn rail shape eventually resembles the wheel shapes in the wheel database, and the wear process results in conformal W/R profile shapes. Rail wear prediction was validated using rail wear test results based on 515 million gross tons (MGT) of heavy axle load (39-ton (35-tonne) axle loads) freight traffic accumulated from 2003 to 2007 at the Facility for Accelerated Service Testing (FAST) on the nonground test zone (Section 25, 6-degree (291-meter (m)) curve with 5 inches (127 millimeter (mm)) superelevation). A wheel database, consisting of 50 measured new, mildly worn and heavily worn FAST train wheel profiles, was used to reflect the wheel shape effects during the wear process. This model has been used to predict rail relative wear trends of ground rail profiles for NR.2,3,4 A quantified W/R gap loss function has been implemented in NR’s Track-Ex© program5 for prioritizing rail grinding.
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Casanueva, Carlos, Per-Anders Jönsson, and Sebastian Stichel. "Use of Archard’s Wear Law for the Calculation of Uniform Wheel Wear of High Tonnage Freight Vehicles." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2545.

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Wheel profile evolution has a large influence on track and wheelset related maintenance costs. It influences important parameters such as equivalent conicity or contact point positioning, which will affect the dynamic behavior of the vehicle, in both tangent track and curve negotiation. High axle loads in freight wagons may increase both the wheel wear and the damage caused by vehicles with both new and already worn profiles. A common profile in Europe is the S1002 profile, developed for rail inclination 1/40. In Sweden rail inclination is 1/30, so contact conditions might not be optimal. The presented work uses Archard’s wear law to analyze the profile wear evolution in a two axle freight vehicle with Unitruck running gear on the Swedish network. This wear calculation methodology has been successfully used to predict uniform wear in passenger vehicles. First, the vehicle model has been optimized in order to improve the speed of the wear simulations. Experimental measurements of wheel profiles have been performed in order to validate the simulations. The conclusion is that the wear methodology successfully used to predict uniform wheel wear in passenger vehicles cannot be directly applied for the calculation of wheel profile evolution in high tonnage freight vehicles. The influence of block brakes or switches and crossings cannot be dismissed when calculating uniform wheel wear in these cases.
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Abubeker, Samrawit, and Celestin Nkundineza. "Wear Depth Analysis for Rail-Car Wheels: Case of Addis Ababa Light Rail Transit Service." In 2022 Joint Rail Conference. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/jrc2022-78160.

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Abstract Railway transportation is a superior mean of all modes of transport. Specifically, it has gained a crucial role in limiting traffic congestion in heavily crowded regions and in reducing polluting carbon emissions. In this perspective, rolling contact fatigue of railway components is the most crucial subject because it has an important role in determining the operational reliability of the wheel/rail system. Because of wheel wear, wheel re-profiling is usually required for proper wheel-rail interaction. However, wheel re-profiling reduces the wheel radius and increase flange thickness. Therefore, the strain energy density in the wheel tread is expected to increase while the strain energy on the flange is expected to decrease in the re-profiled wheel. This effect would either increase or decrease the life of the wheel depending on reprofiling frequency is done. On the other hand, the maintenance costs are expected to increase as the re-profiling frequency increases. For quality service and improvement of the service life of the railway wheels, with reduction of the maintenance cost, a problem-solving research idea is formulated through comparing the expected wear depth and the current operational wear depth. Therefore, this study is focused on the influence of reprofiling on the wear depth of a railway wheel. The adopted method in this study is based on analyzing reprofiling data of worn-out non- re-profiled and re-profiled railway wheel. A case study is taken at Addis Ababa Light Rail Transit Service (AALRTS). The wheel profiles are generated through measurement before and after profiling at AALRTS. In a single pair of models of a worn-out wheel and a reprofiled one, the results show that the re-profiling process affects the wear depth. It increases by 18 mm after 75028 km while the expected wear depth is 1.43 mm for the same mileage.
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Blasko, Daniel S., J. David Cogdell, and Cameron P. Lonsdale. "Investigating Friction Modification and Potential Wear Reduction in the Railroad Wheel to Rail Contact." In IEEE/ASME/ASCE 2008 Joint Rail Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/jrc2008-63048.

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Reduced friction with top of the rail friction modifiers continues to be investigated for improved energy efficiency and reduction in lateral forces between railroad car wheels and the rail. Another benefit often not considered is the potential reduction in wear of both the wheel and the rail surfaces. This paper details the results of fundamental laboratory test work to compare dry contact condition with one where a “friction modifier” has been applied, to define the difference in the surface deterioration and wear. The basics of this wear testing are described, along with information on the materials used for the testing. The results show a very significant difference in friction coefficients and the wear characteristics, suggesting substantial benefit potential in both reduced rail wear and wheel tread wear. Selected wheel wear tests are discussed and historical wheel wear information is provided. Wheel life data for two North American coal freight car fleets are reviewed to point out the average mileage of wheels in service. The potential for increasing wheel wear life, and therefore potential cost savings, is highlighted. Finally, recommendations for future work are offered.
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Rogers, Philip J., and Matthew G. Dick. "Predicted Wheel Wear and RCF Performance Using VAMPIRE Automation Routines." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63058.

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Predicted wheel performance is an invaluable tool in developing new components such as wheel profiles and truck components and also in understanding and controlling wheel and rail wear and rolling contact fatigue (RCF). This paper outlines a vehicle dynamics trial using VAMPIRE Pro to compare the predicted wear and RCF performance of the WRISA2 wheel profile developed by the National Research Council of Canada (NRC) and the United Kingdom P8 wheel profile using measured wheel profiles from an in-service trial. WRISA2 and P8 profiles were fitted to two passenger trains running in normal service. Wheel profiles were measured every 10,000 miles. These measured profiles were used to predict wear and RCF damage for each wheel of the investigated rail vehicle, using a combination of VAMPIRE transient analysis and another program called the “Whole Life Rail Model” (WLRM). This process was repeated up to 190,000 miles run in service, allowing a clear comparison of the changing rail wear and RCF performance of the two profiles up to this mileage. This process was automated using new features within VAMPIRE that allow communication to 3rd party computer programs including the WLRM, Microsoft Excel, and Microsoft Visual Basic. This research process presents itself to be a very useful tool in predicting wheel wear performance for any number of new wheel and truck components.
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Mutswatiwa, Lovejoy, Celestin Nkundineza, and Mehmet A. Güler. "Modelling the Effect of Track Stiffness Variation on Wheel Rail Interaction Using Finite Element Method." In 2021 Joint Rail Conference. American Society of Mechanical Engineers, 2021. http://dx.doi.org/10.1115/jrc2021-58519.

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Abstract For predictive maintenance purpose, wheel and rail wear evolution models have been developed based on wheel rail contact force calculations. These models are known to assume the wheel rotating on a rigid rail. However recent developments have shown that the flexibility of the track plays an important role in wear evolution. On the other hand, vertical track stiffness variation along the track is known to exist and to affect the track flexibility. The present research work investigates the influence of non-uniform track modulus on the wheel rail contact forces using elasto-plastic explicit dynamic Finite Elements (FE). The FE model is composed of a quarter car model running on a rail supported by three cross-ties. The modulus of elasticity of the cross-ties is calibrated to produce the total track modulus of the railroad track infrastructure. Non-uniformity of the track is modeled by assigning distinct elasticity moduli to the cross-ties. The instantaneous contact physical parameters are extracted from FE models repetitively for various cross-tie modulus ratios. The results show that increase in cross-tie modulus variation results in increased fluctuation amplitudes of wheel-rail contact parameters such as force, stress and contact area. This effect leads to changes of the rate of material removal on the wheels and rails. This research work intends to incorporate the spatial variation of the railroad track stiffness into rail vehicle wheel and track wear prediction models.
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Cummings, Scott M., Patricia Schreiber, and Harry M. Tournay. "Parametric Simulation of Rolling Contact Fatigue." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74012.

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Simulations of dynamic vehicle performance were used by the Wheel Defect Prevention Research Consortium (WDPRC) to explore which track and vehicle variables affect wheel fatigue life. A NUCARS® model was used to efficiently examine the effects of a multitude of parameters including wheel/rail profiles, wheel/rail lubrication, truck type, curvature, speed, and track geometry. Results from over 1,000 simulations of a loaded 1,272 kN (286,000-pound) hopper car are summarized. Rolling contact fatigue (RCF) is one way that wheels can develop treads defects. Thermal mechanical shelling (TMS) is a subset of wheel shelling in which the heat from tread braking reduces a wheel’s fatigue resistance. RCF and TMS together are estimated to account for approximately half of the total wheel tread damage problem [1]. Other types of tread damage can result from wheel slides. The work described in this paper concerns pure RCF, without regard to temperature effects or wheel slide events. Much work has been conducted in the past decade in an attempt to model the occurrence of RCF on wheels and rails. The two primary methods that have gained popularity are shakedown theory and wear model. The choice of which model to use is somewhat dependent on the type of data available, as each model has advantages and disadvantages. The wear model was selected for use in this analysis because it can account for the effect of wear on the contacting surfaces and is easily applied to simulation data in which the creep and creep force are available. The findings of the NUCARS simulations in relation to the wear model include the following: • Degree of curvature is the single most important factor in determining the amount of RCF damage to wheels; • The use of trucks (hereafter referred to as M-976) that have met the Association of American Railroads’ (AAR) M-976 Specification with properly maintained wheel and rail profiles should produce better wheel RCF life on typical routes than standard trucks; • In most curves, the low-rail wheel of the leading wheelset in each truck is most prone to RCF damage; • While the use of flange lubricators (with or without top of rail (TOR) friction control applied equally to both rails) can be beneficial in some scenarios, it should not be considered a cure-all for wheel RCF problems, and may in fact exacerbate RCF problems for AAR M-976 trucks in some instances; • Avoiding superelevation excess (operating slower than curve design speed) provides RCF benefits for wheels in cars with standard three-piece trucks; • Small track perturbations reduce the overall RCF damage to a wheel negotiating a curve.
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Teran, Jose, Cory Lindh, Chris Morgan, Eric Manuel, Bruce C. Bigelow, and William S. Burgett. "GMT azimuth bogie wheel-rail interface wear study." In SPIE Astronomical Telescopes + Instrumentation, edited by Helen J. Hall, Roberto Gilmozzi, and Heather K. Marshall. SPIE, 2016. http://dx.doi.org/10.1117/12.2230989.

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Nasr, Asghar, and Mahdi Mehrgou. "Dynamic Behavior of Different Wheel Profiles and Their Sensitivities to Track Characteristics." In ASME 2007 Rail Transportation Division Fall Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/rtdf2007-46020.

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Wheel/rail interaction and the relevant phenomena have been of much concern to many railways and researchers during last two or three decades. On going research is being conducted for optimizing interaction between wheel and track. Safety, comfort and economical aspects in rail transportation systems are the very most common research interests in rail transportation systems. The attempts made to increase both the speed and axle load of new railroad vehicles have been the main incentives of the current progressive research in rail industries. Several strategies have been implemented and are still in use by railroad agencies to control the wear of wheels and rails and to enhance safety and ride comfort. Optimizing contact characteristics of wheel and rail using the most compatible wheel and rail profiles is an important issue concerning dynamic interaction of wheel and rail. In this paper, the effect of S1002, IR1002 and P8 wheel profiles on the interaction of wheel and rail for similar track conditions are considered.
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Reports on the topic "Wheel and rail wear"

1

McSpadden, SB. Cylindrical Wire Electrical Discharge Machining of Metal Bond Diamond Wheels- Part II: Wheel Wear Mechanism. Office of Scientific and Technical Information (OSTI), January 2002. http://dx.doi.org/10.2172/814385.

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