2021
DOI: 10.3390/lubricants9100100
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Modelling of Frictional Conditions in the Wheel–Rail Interface Due to Application of Top-of-Rail Products

Abstract: The coefficient of friction between a wheel tread and the top of the rail should be maintained at intermediate levels to limit frictional tangential contact forces. This can be achieved by applying top-of-rail products. Reducing the coefficient of friction to intermediate levels reduces energy consumption and fuel costs, as well as damage to the wheel and rail surfaces, such as, e.g., wear, rolling contact fatigue, and corrugation. This work describes a simulation model that predicts the evolution of the coeff… Show more

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Cited by 15 publications
(8 citation statements)
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“…The magnitude of the occurring wheel-track contact forces plays a decisive role. Of course, wear of the rails is accompanied by wear of the rims ( Figures 38,40,42,43,46 and 47). In the presented wear diagrams, the distances between minima and maxima are within 2-3 m, while the distance between axles in the bogie is 1.9 m. The maximum lateral wear occurs at distances of 6-9 From the presented simulation results, it can be clearly seen that the wheel and rail wear when passing through a turnout is many times greater than on a track without a turnout.…”
Section: Resultsmentioning
confidence: 99%
See 1 more Smart Citation
“…The magnitude of the occurring wheel-track contact forces plays a decisive role. Of course, wear of the rails is accompanied by wear of the rims ( Figures 38,40,42,43,46 and 47). In the presented wear diagrams, the distances between minima and maxima are within 2-3 m, while the distance between axles in the bogie is 1.9 m. The maximum lateral wear occurs at distances of 6-9 From the presented simulation results, it can be clearly seen that the wheel and rail wear when passing through a turnout is many times greater than on a track without a turnout.…”
Section: Resultsmentioning
confidence: 99%
“…The development of turnout constructions also results from technological progress in the production of new steel grades for railway turnouts, the development of new material testing methods, and a better understanding of the phenomena occurring in wheel-rail interaction [43][44][45][46][47][48].…”
Section: Introductionmentioning
confidence: 99%
“…The distribution is assumed to be a nor-mal distribution, where the minimum and maximum values of the input parameters represent all possible values that can occur in practice. For example, a wide range of friction coefficient values is given in Table 1 because the friction in wheelrail contact depends on several operating environmental factors such as the ambient temperature, atmospheric humidity, rail surface condition, friction modifiers, water, sand, grease (lubrication), contamination, leaves, leaf mulch and water with iron oxides and wear debris (Trummer, Lee, Lewis, & Six, 2021;Rong et al, 2021).…”
Section: Sensitivity and Correlation Analysismentioning
confidence: 99%
“…Amounts should be scaled to take account of the smaller contact sizes being used in the tests. It is relevant to look at different amounts as carry-down mechanisms mean that the amount of product on the rail head changes with distance from the application point (see Figure 9 [23]). Another issue is the misapplication of water-based TOR-FMs.…”
Section: Product Applicationmentioning
confidence: 99%