Wheel wear has been a concern in the railway for several decades. Studying the form change of the wheel/rail contacts in particular railways consisting of sharp curves helps to identify the risk of severe or catastrophic wear to minimize maintenance costs in order to be competitive in the transportation business. In this paper, the wheel/rail contact was studied on the particular railways. The ...

in the last decade, decrease of the wear rate, increase in the axel load, and the velocity of the trains have changed the main damage mechanism of railway wheels from wear to rolling contact fatigue (rcf). rcf may lead to surface and subsurface cracks. the interaction between wear and rcf, removes the surface cracks, but the subsurface crack propagate gradually, and may lead to deeper and more ...

apart from regular wheel wear such as decreasing wheel diameters and reduced flange thicknesses and heights, wheel flats (wf) and oval wheels (or oor, out-of-roundness) are the most common wheelset problems for railway vehicles. within the fp7 research project “saferail”, apt has developed an innovative wheelset monitoring system so-called “wheel flat and out of roundness monitoring (worm) syst...

Tribology in the railway system is of increasing interest in the new railway era due to the demand for higher speed and load capacity. Since railway vehicles operate in an open environment, their performance depends greatly on temperature, humidity and natural and artificial contaminants. Meanwhile, the “feedback” of railway vehicles to the surroundings, such as noise and airborne particles, is...

Apart from regular wheel wear such as decreasing wheel diameters and reduced flange thicknesses and heights, wheel flats (WF) and oval wheels (or OOR, Out-Of-Roundness) are the most common wheelset problems for railway vehicles. Within the FP7 Research Project “Saferail”, APT has developed an innovative wheelset monitoring system so-called “Wheel flat and Out of Roundness Monitoring (WORM) syst...

the aim of the present study was to investigate the effect of quenching and tempering temperatures on themicrostructure, mechanical properties and the wear characteristics of medium carbon-high chromium wear resistantsteel. in addition, the dominant wear mechanisms were studied. for this purpose, austenitizing and temperingtemperatures were selected in the ranges of 900- 1000 °c and 300- 500 °c...

This paper outlines the historical development of the wheel and rail profiles currently used on railway vehicles. It also presents the key damage mechanisms involved in wheel-rail contact and summarises the methods that have recently been developed by railway engineers to predict the level of wheel and rail damage from these mechanisms. Tools for predicting the key damage modes of wear and roll...

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