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Wheel tread profile evolution for combined block braking and wheel–rail contact Results from dynamometer experiments.pdf

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Wheel tread profile evolution for combined block braking and wheel–rail contact Results from dynamometer experiments.pdf

Wear 366-367 (2016) 310–315 Contents lists available at ScienceDirect Wear journal homepage: /locate/wear Wheel tread pro?le evolution for combined block braking and wheel–rail contact: Results from dynamometer experiments Katsuyoshi Ikeuchi a,n, Kazuyuki Handa a, Roger Lundén b, Tore Vernersson b,c a Railway Technical Research Institute, Materials Technology Division, 2–8-38 Hikari-cho Kokubunji, Tokyo 185-8540, Japan b CHARMEC/Department of Applied Mechanics, Chalmers University of Technology, SE-41296 Gothenburg, Sweden c ?F Industry AB, Gothenburg, Sweden article info Article history: Received 5 October 2015 Received in revised form 6 July 2016 Accepted 7 July 2016 Available online 14 July 2016 Keywords: Wheel Brake block Wheel tread wearing Rolling contact abstract Wheel treads are subject to different types of damage such as wear, rolling contact fatigue (RCF), thermal cracks, plastic deformation and ?ats caused by wheel sliding. These types of damage cause changes in the tread pro?le of the wheel, which necessitates frequent wheel repro?ling in order to maintain the ride comfort of the vehicle. In this study, a series of full-scale tread braking experiments, including wheel–rail rolling contact, were conducted to clarify the factors in?uencing the wheel tread pro?le evolution. The experiments focused on plastic deformation and the wear caused by the rolling contact and tread braking. The results showed that the maximum tread indentation was 0.20 mm at the rolling contact center when the stop braking action was repeated 40 times. This was caused by the plastic deformation of the wheel tread, which, in turn, was the result of high contact pressure and material softening from high temperatures caused by tread braking. The results were supported by the observed tread protrusions near the rolling contact area and also by the difference in the rolling contact area hardness and that of the other wheel tread areas. 2016 Elsevier B.V. All rights reserved. 1. Backgrou