Microstructure and wear resistance of pearlitic rail steels

Pérez-Unzueta, A.; Beynon, John H.

doi:10.1016/0043-1648(93)90498-b

Cited by 90 publications

(70 citation statements)

References 9 publications

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“…It should be added that pearlitic steel is characterized by a relatively greater resistance to abrasive wear because of the content of a hard cementite phase. This feature certainly affected the obtained results of the tests [27,28].…”

Section: Discussionmentioning

confidence: 98%

Tribological Properties of Plough Shares Made of Pearlitic and Martensitic Steels

Stawicki

Białobrzeska

Kostencki

2017

Metals

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Tribological properties of ploughshares made of pearlitic and martensitic steels were compared in field tests. Sectional ploughshares consisting of separate share-points and trapezoidal parts were subjected to examinations. Contours of the examined parts were similar, but the thickness of the parts made of pearlitic steel was 1 to 3 mm greater for the share-points and 0.5 to 2 mm greater for the trapezoidal parts. Within the tests, sandy loams, loams, and loamy sands with circa (ca.) 13% humidity were cultivated. A greater intensity of thickness reduction and mass wear of the parts made of pearlitic steel was found, which indicates a lower resistance of this steel to wear in soil. However, contour changes of the share-points and the trapezoidal parts made of pearlitic and martensitic steels were comparable, which was probably influenced by the greater thickness of the parts made of pearlitic steel. The roughness of the rake faces of the parts made of pearlitic steel was greater than that for the parts made of martensitic steel, which can be attributed to lower hardness of the former. The largest differences occurred between maximum peak heights of the roughness profile values (R p ), which indicates stronger ridging in the case of pearlitic steel. Scanning electron microscope (SEM) observations of the rake faces showed that martensitic steel was subjected to wear mostly by microcutting, but pearlitic steel was principally worn by microcutting and microploughing. During tillage, only one share-point made of pearlitic steel was broken. However, the main disadvantage of these parts was that their bending was related to the lower mechanical strength of pearlitic steel.

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Section: Discussionmentioning

confidence: 98%

Tribological Properties of Plough Shares Made of Pearlitic and Martensitic Steels

Stawicki

Białobrzeska

Kostencki

2017

Metals

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“…The test conditions applied at the laboratory stand are similar to those in a real object [11]. Table 2 contains operational conditions typical of a selected section and their mapping at a laboratory stand.…”

Section: Testing Conditions and Proceduresmentioning

confidence: 99%

Quantitative and Qualitative Comparison of Tribological Properties of Railway Rails with and without Heat Treatment

Bąkowski¹,

Piwnik²

2016

Archives of Metallurgy and Materials

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The changes occurring in the structure of materials during their work are extremely significant from the point of view of extending the life of the railway track material. During the operation of rails, fatigue wear occurs, whose effects are dangerous. In order to prevent fatigue wear, it is necessary to get to know the mechanism of its formation and, in particular, the changes it causes in materials [1].The elements of a railway track structure which directly come into contact with the wheels of railway vehicles are its rails. Their condition determines to a large extent the safety of railway transport. The condition of rails is determined by, inter alia, the wear processes and the selection of materials from which the rails are made, appropriate to the operating conditions [2]. The application of inappropriate materials for rails increases their wear and, consequently, lowers safety on railroads, while increasing the costs incurred by railway operators in connection with repairs [3].Presently, the largest problem is to keep balance between abrasive wear (vertical and side wear -occurring in the rails) and fatigue wear, the latter appearing in the form of contactfatigue damage, leading to chipping of the surface, or even to cross cracks [4].Due to a wide scope of the problem raised, the focus is on the question of durability and reliability of the currently used railway rails.A quantitative analysis of products generated in the rolling-sliding contact and their computer processing are important tools in the examination of wear products. They allow us to identify the wear mechanism quickly and to evaluate the degree of the tribological system wear.To sum up, the aim of this study is an attempt to explain the cause-effect relation between the influence of operational parameters and the wear of the wheel-rail contact zone, where fatigue processes are initiated. This way, getting to know and defining the nature of the phenomenon enables determining of the element's work reliability (appropriate selection of material, depending on the operational conditions). To achieve the aims planned, laboratory tests were made, in which the most significant operational parameters occurring in the real object and influencing the durability of the wheel-rail couple were reflected [5]. For this purpose, a dimensional analysis was applied, which reflects the real conditions presnt in this pivotal place, i.e. the contact point. A specific feature of laboratory tests is that it is possible to better control the direct influence of one selected factor than in the real operational conditions [6]. Material and research methodPearlitic steels are the materials most often used for producing rails. Tests were made using specimens of heat treated rails (HT) and rails without heat treatment (WHT), made of pearlitic steel R260 with a chemical composition and mechanical properties compliant with the UIC 860 standard [8]. In the tests, products of wear generated in the friction couple in laboratory conditions, from both, heat treated rails (WDHT...

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“…It consists of ferrite and cementite. Perez-Uzeta and Beynon [17] have shown that wear rate of pearlitic rail steel decreases with lower interlamellar spacing between the cementite lamella giving a corresponding increase in hardness. Steels with a bainitic microstructure are the other main rail steels.…”

Section: Wear Measurements and Evaluationmentioning

confidence: 99%

Tribology of the wheel–rail contact – aspects of wear, particle emission and adhesion

Olofsson

Zhu

Abbasi

et al. 2013

Vehicle System Dynamics

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The wheel-rail contact is a safety critical interface. Wear, particle emission and adhesion are all wheelrail contact phenomena and are discussed here. All three phenomena are material and system parameters and are linked together. Different countermeasures to one phenomenon such as adhesion enhancement with a friction modifier can increase the wear in the contacting bodies. The wear of railway wheel and rail are linked to the number of airborne particles generated, but the exact number and size distribution of the aerosols is unknown. The main objective of this study is to review recent work in this field and to discuss future trends.

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Microstructure and wear resistance of pearlitic rail steels

Cited by 90 publications

References 9 publications

Tribological Properties of Plough Shares Made of Pearlitic and Martensitic Steels

Tribological Properties of Plough Shares Made of Pearlitic and Martensitic Steels

Quantitative and Qualitative Comparison of Tribological Properties of Railway Rails with and without Heat Treatment

Tribology of the wheel–rail contact – aspects of wear, particle emission and adhesion

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