Wheel/Rail Contact Isolation Due to Track Contamination

An experimental study has been carried out to investigate the effect of sanding on the electrical isolation of a wheel/rail contact. Sand is applied to the wheel/rail interface to increase adhesion in both braking and traction. Train detection, for signalling purposes, can be by means of track circuits. Signalling block occupancy is triggered by the wheelset of the train ‘shorting out’ the track circuit. Sand in the wheel/rail interface means that contact between the wheelsets and the track may be compromised, inhibiting train identification. Static tests were performed using sections cut from wheels and rail and dynamic tests on a twin disc machine where rail and wheel steel discs are loaded together and driven under controlled conditions of rolling and slip. The electrical circuit used was a simplified simulation of the TI21 track circuit. The application of sand was carried out under a range of mild and severe test conditions. The results indicated that a transition exists in the amount of sand applied, below which there is a measurable, but not severe, change in voltage, but above which the contact conductance decreases by an order of magnitude. A model of electrical isolation has been developed assuming either full disc separation by a sand layer or partial disc contact with some sand present. Idealisations inherent in both test methods mean that they represent a severe case. Given these limitations, it is likely that the test methods, at their present stage of development, should be used as a means to qualitatively assess the relative effects on electrical isolation of different contaminants

Combating automative engine valve recession

[INTRODUCTION] Valve recession occurs when wear of the valve or seat inserts in an automotive engine has caused the valve to sink or recede into the seat insert (as shown in Figure 1). Excessive recession leads to valves not seating correctly and cylinder pressure loss. Leaking hot combustion gases can also cause valve guttering or torching, which will accelerate valve failure. Although new valve materials and production techniques are constantly being developed, these advances have been outpaced by demands for increased engine performance and wear related problems remain an issue. Dynamometer engine testing is often used to establish short-term solutions. This is time consuming and does not necessarily reveal the actual causes of wear. A long-term approach is required in order to understand fundamental wear mechanisms and the effect of varying engine operating conditions or design changes to the valve train. This information can then be used to develop tools for predicting wear and for solving problems more quickly if they do occur. In this case study, such tools were developed using a combination of component failure analysis, bench test work and wear modelling

Wear mechanisms and transitions in railway wheel steels

The need to improve safety and reduce costs means that new specifications are being imposed on railway wheel wear. These mean that more durable wheel steels are required. In order to develop such materials, a greater understanding is needed of the wear mechanisms and transitions occurring in wheel steels. In this work, twin-disc wear testing has been carried out to study the wear characteristics of R8T railway wheel steel. The results have indicated that, compared with previous wheel steels, R8T offers greater wear resistance. Three wear regimes were identified; mild, severe, and catastrophic. Wear rates were seen to increase steadily initially and then to level off, before increasing rapidly as the severity of the contact conditions increased. This paper is concerned with the form of the data and the reasons for the transitions. Analysis of the contact conditions indicated that the first transition in the wear rate was caused by the change from partial slip to full slip conditions at the disc interface. Temperature calculations for the contact showed that the large increase in wear rates seen at the second wear transition may result from a thermally induced reduction in yield strength and other material properties. This improved understanding will help in progressing towards the aim of eventually attaining a wear modelling methodology reliant on material properties rather than wear constants derived from testing

Wear effects and mechanisms of soot-contaminated automotive lubricants

A study has been carried out to investigate the influence of soot-contaminated automotive lubricants in the wear process of a simulated engine valve train contact. Previous research on this topic has been mainly performed from a chemical point of view in fundamental studies, with insufficient relevance to real engine conditions, i.e. load and geometry. This study investigates the conditions under which wear occurs through specimen testing. The objective of the work was to understand the wear mechanisms that occur within the contaminated contact zone, to help in future development of a predictive wear model to assist in the valve-train design process. The effects of soot in lubricants have been tested using a reciprocating test-rig specifically designed for this application, where a steel disc is held in a bath of oil and a steel ball (replicating a valve train contact) is attached to a reciprocating arm. The materials, contact geometry and loading conditions are all related to specific conditions experienced within an engine's valve train. The testing was carried out under various contact conditions, using carbon black as a soot simulant. Wear measurements were taken during the tests and wear scar morphology was studied. The results have revealed how varying lubrication conditions changes the wear rate of engine components and determines the wear mechanism that dominates for specific situations

Wear of a chute in a rice sorting machine

In a rice sorting machine, rice grains drop onto and slide down an anodised aluminium chute. The purpose of the chute is to separate the grains and provide a controlled distribution. At the bottom of the chute the grains are examined optically and contaminants or defective grains are removed from the stream by jets of air. The machine has the ability to sort low quality rice which contains a large element of contaminants such as husk. The husk is extremely abrasive and this, along with other factors, can lead to a reduction in the life of the chute by wear of the surface. In this work a failure analysis process was undertaken to establish the nature and causes of the chute surface wear and the mechanisms of material removal. Wear occurs initially at the location where the grains first strike the chute and at subsequent regions down the chute where bounce occurs. An experimental and analytical examination of the rice motion on impacting the chute was also carried out along with some friction testing of potential replacement chute materials. The evidence gathered during the failure analysis along with the experimental analysis was used to propose possible material/design improvements

Measurement of interface pressure in interference fits

When components such as bearings or gears are pressed onto a shaft, the resulting interference induces a pressure at the interface. The size of this pressure is important as many components fail because fatigue initiates from press-fit stress concentrations. The aim of the present work was to develop ultrasound as a tool for non-destructive determination of press-fit contact pressures. An interference fit interface behaves like a spring. If the pressure is high, there are few air gaps, so it is very stiff and allows transmission of an ultrasonic wave. If the pressure is low, then interface stiffness is lower and most ultrasound is reflected. A spring model was used to determine maps of contact stiffness from interference-fit ultrasonic reflection data. A calibration procedure was then used to determine the pressure. The interface contact pressure has been determined for a number of different press- and shrink-fit cases. The results show a central region of approximately uniform pressure with edge stress at the contact sides. The magnitude of the pressure in the central region agrees well with the elastic Lamé analysis. In the more severe press-fit cases, the surfaces scuffed which led to anomalies in the reflected ultrasound. These anomalies were associated with regions of surface damage at the interface. The average contact pressure in a shrink-fit and press-fit joint were similar. However, in the shrink-fit joint more uneven contact pressure was observed with regions of poor conformity. This could be because the action of pressing on a sleeve plastically smooths out long wavelength roughness, leading to a more conforming surface

Wheel material wear mechanisms and transitions

In order to develop more durable wheel materials to cope with the new specifications being imposed on wheel wear, a greater understanding is needed of the wear mechanisms and transitions occurring in wheel steels, particularly at higher load and slip conditions. In this work wear assessment of wheel materials is discussed as well as wear rates, regimes and transitions. Twin disc wear testing, used extensively for studying wear of wheel and rail materials, has indicated that three wear regimes exist for wheel materials; mild, severe and catastrophic. These have been classified in terms of wear rate and features. Wear rates are seen to increase steadily initially, then level off, before increasingly rapidly as the severity of the contact conditions is increased. Analysis of the contact conditions in terms of friction and slip has indicated that the levelling off of the wear rate observed at the first wear transition is caused by the change from partial slip to full slip conditions at the disc interface. Temperature calculations for the contact showed that the large increase in wear rates seen at the second wear transition may result from a thermally induced reduction in yield strength and other material properties. Wear maps have been produced using the test results to study how individual contact parameters such as load and sliding speed influence wear rates and transitions. The maps are also correlated to expected wheel/rail contact conditions. This improved understanding of wheel wear mechanisms and transitions and will help in the aim of eventually attaining a wear modelling methodology reliant on material properties rather than wear constants derived from testing

Valve recession: From experiment to predictive model

Increasing demands on engine performance and cost reductions have meant that advances made in materials and production technology are often outpaced This frequently results in wear problems occurring with engine components. Few models exist for predicting wear, and consequently each wear problem has to be investigated, the cause isolated and remedial action taken. The objective of this work was to carry out experimental studies to investigate valve and seat insert wear mechanisms and use the test results to develop a recession prediction tool to assess the potential for valve recession and solve problems that occur more quickly. Experimental apparatus has been developed that is capable of providing a valid simulation of the wear of diesel automotive inlet valves and seats. Test methodologies developed have isolated the effects of impact and sliding. A semi-empirical wear model for predicting valve recession has been developed based on data gathered during the bench testing. A software program, RECESS, was developed to run the model. Model predictions are compared with engine dynamometer tests and bench tests. The model can be used to give a quantitative prediction of the valve recession to be expected with a particular material pair or a qualitative assessment of how parameters need to be altered in order to reduce recession. The valve recession model can be integrated into an industrial environment in order to help reduce costs and timescales involved in solving valve/seat wear problems

Wear and Fatigue of Railway Track Caused by Contamination, Sanding and Surface Damage

The wheel rail contact operates in an arduous environment. Damage to the surface of either component is possible during manufacture, installation, or operation. The question arises as to how tolerant is the railway wheel or section of track to surface indentation or damage. In this work a twin disc simulation has been used to relate the level of surface damage (as well as the way it is generated) to the fatigue life of the surfaces. A related problem is the presence of solid contamination on the track. Sand (applied for improved adhesion) or track ballast material can cause damage to the rail and wheel surfaces. These mechanisms have been explored to assess the effect on contact fatigue life and wear. The disc specimens have been either artificially damaged (with dents and scratches) or run with particles of sand or ballast material. The discs were then loaded and rotated at realistic conditions of contact pressure and controlled slip. For normal operation of the contact, either dry or with water lubrication, surface dents and scratches have little effect on fatigue life. The normal plastic flow in the rail surface layer acts to close up dents. The failure of the disc is then by fatigue cracking across the whole surface with no particular preference to the dent location. Alternatively, if the contact is lubricated with oil then this plastic flow is greatly reduced and the dents act as stress raisers and fatigue cracks initiate from their trailing edge. Sand or ballast particles are crushed as they enter the wheel/rail contact. The fragments indent the surfaces and rapidly roughen the contact faces. The surface indentation is relatively minor, but the presence of particles increases the level of traction (over the wet case) and promotes further surface plastic flow. This can reduce the residual fatigue life of the contact. Further, high concentrations of sand were shown to promote a low cycle fatigue process that caused very high wear by the spallation of material. The twin disc simulations have shown that, under conditions similar to that of wheel/rail operation, surface damage is not a primary cause of fatigue failure. However, wear is greatly accelerated by the presence of solid contaminants and some evidence of a low cycle fatigue process was observed for sanded contacts

An ultrasonic approach for contact stress mapping in machine joints and concentrated contacts

The measurement of pressure at a contact in a machine part is important because contact stresses frequently lead to failure by seizure, wear or fatigue. While the interface might appear smooth on a macroscale, it consists of regions of asperity contact and air gaps on a microscale. The reflection of an ultrasonic pulse at such a rough contact can be used to give information about the contact conditions. The more conformal the contact, the smaller is the proportion of an incident wave amplitude that will be reflected. In this paper, this phenomenon has been used to produce maps of contact pressure at machine element interfaces. An ultrasonic pulse is generated and reflected at the interface, to be received by the same piezoelectric transducer. The transducer is scanned across the interface and a map of reflected ultrasound (a c-scan) is recorded. The proportion of the wave reflected can be used to determine the stiffness of the interface. Stiffness correlates qualitatively with contact pressure, but unfortunately there is no unique relationship. In this work, two approaches have been used to obtain contact pressure: firstly by using an independent calibration experiment, and secondly by using experimental observations that stiffness and pressure are linearly related. The approach has been used in three example cases: a series of press fitted joints, a wheel/rail contact and a bolted joint