PROFILE WEAR ON RAILWAY WHEEL SETS AND RELATED CONSEQUENCES WITH REGARD TO OPERA TING CHARACTERISTICS, TRACTION POWER REQUIREMENTS and SERVICE MILEAGE H. J. NAUMANN PRESIDENT W. HEGENSCHEIDT INTRODUCTION Railways are an important transport system in any country of the world, They represent a large capital investment which in most countries is government owned. On account of the technology employed in railroading, represented by the STEEL WHEEL running on STEEL RAIL, the energy consumption is low. Most economical and fast transporting of people and goods is possible. This, however, demands the recognition of the basic interrelationship between the WHEEL and RAIL in order to fully utilize the possible advantages. Railroads have in recent decades operated very conservatively. The time has come to reconsider long standing rules in order to suit the operating procedures to the requirements of today and tomorrow. Considerations of the future must be in the foreground since any major changes have the consequence of large capital investments. Compatitive means of transportation force the railroads to operate with the following characteristics: ECONOMICAL RELIABLE SAFE FAST COMFORTABLE. In other words: Freight and Passenger service of the railroads must be competitive with other means of transportation or they will be downgraded to inefficiency by carrying bulk only with the lowest rates per ton/mileage. The importance of efficient service by railroads must also be seen in view of the future energy demand in relation to the economy of any highly industrialized country. It is the objective of this paper to develop and analyse the operating conditions concerning the special field of freight car wheel sets. The interplay between WHEEL and RAIL was studied on railroads of the North American continent operating under the AAR system according to rules layed down in the Wheel and Axle Manual.@ WHEEL - RAIL COMBINATIONS WHEEL - RAIL COMBINATIONS The combinations between new and worn wheel profiles and rail profiles can be as follows: 1, NEW WHEEL PROFILE > Runningon - NEW RAIL PROFILE 2, WORN WHEEL PROFILE - Runningon - NEW RAIL PROFILE 3, NEW WHEEL PROFILE - Runningon - WORN RAIL PROFILE 4. WORN WHEEL PROFILE - Runningon - WORN RAIL PROFILE The COMBINATION 1, is a theoretical condition which for all practical purposes sees not exist. This condition, however, is the technical basis for the proper Wheel-Rail interaction. The COMBINATIONS 2. and 3. are possible Wheel-Rail combinations, but should only be considered as being an interim phase of operation. They can therefore be ignored, The COMBINATION 4. is the major condition mostly existing in practical railroad service. All maintenance procedures have the objective to restore the theoretical operating conditions or keep the deviations within a known and relatively small tolerance. Any changes in operating procedures as for example higher axle loads or higher train speeds demand a review of the wheel set maintenance procedures and operating tolerances. ‘The following content of this paper will: A. Analyse the existing WEAR CONDITIONS of wheels and rails. B. Indicate that present conditions do greatly increase operating cost due to: REDUCED WHEEL SET SERVICE LIFE INCREASED RAIL WEAR INCREASED TRACTION POWER REQUIREMENTS REDUCED OPERATING SAFETY, C. Develop and outline changes in OPERATING PROGEDURES and MAINTENANCE TOLERANCES in order to achieve: INCREASED WHEEL SET SERVICE LIFE REDUCED RAIL WEAR REDUCED TRACTION POWER REQUIREMENTS INCREASED OPERATING SAFETY,WORN WHEEL PROFILES Typical worn wheel profiles of the left and right wheel of one wheel set operating under the AAR system are shown in Fig. 1 and Fig. 2. The measured wheel sets were just taken out of service, their running mileage is not known, ial grote freee [ram ana lot ® real ti crigino protie tet raf oft ind att i © arco Aha | ps eotie Fig. worn wheel ‘There are basically 2 groups of worn profiles to be differentiated: 1, Wheels which show little wear on the wheel flange but greater wear on the tread diameter, resulting in a diameter difference (ref. Fig. 1b and 1c). 2, Wheels which show a large flange wear on one wheel only. These wheels also show in most cases a severe tread wear resulting in a large wheel diameter difference (ref. Fig. la and 1d). Figure 2a shows the typical beginning of flange wear as a result of operating on track with many curves, Figure 2b shows a profile with material build up on the flange top and the outer wheel face. This proves that profile wear does not only take place by friction but also by material flow. 6 <= wear in curve “ght materi tals vp by rolling A ~ Faces rae - ight a tot IFig 2| worn wheel profilesWORN RAIL PROFILES jaifal pr vgn original profile Typically worn rail profiles (left and right rail) also obtained from the AAR system are shown on Fig, 3. This rail section was taken from a straight main track for freight trains. profile The rail profiles also do not only wear as a result of friction but similarly to the wheel profiles show clear signs of material flow. This takes place mainly in curves @ 21 the outer edge of the outside rail and the inner edge of the inside rail. Fig 3 worn rail profile INTERACTION BETWEEN WHEEL AND RAIL ‘The contact between a new wheel profile and a new rail profile is shown in Fig. 4a, This condition was described before as being theoretical, In practical application a new wheel profile will operate together with a worn rail profile. The wheel does wear rapidly and will suit its contour to the worn rail head, The various stages of wear are shown in Fig. 4b through 4d. Feantae ae Mental rao 4 a = | Co ® ‘sonia cre Saule rorie Fig, 4 | Interaction rail/whee! After a rapid WEAR IN PROCESS the wheel profile has changed its outline to conform to the rail head contour resulting in a large contact area. (Fig. 4d). This in turn will reduce the specific contact pressure between wheel and rail and result in reduced wear.CAUSES FOR PROFILE WEAR A) FRICTION WEAR ‘The friction wear is caused by slippage taking place between the wheel and rail. The progression of wear is a function of the track conditions such as straight line, curves and/or slopes, the specific contact area pressure existing between wheel and rail as a result of the axle load and further the train speed. Friction wear also takes place as a result of braking. Brake flats are a severe danger for the life of the wheel and rail, especially when subjected to high axle loads. The braking process in general, however, does not effect the friction wear of the wheel profile. B) ROLLING WEAR ‘The continuous over-rolling effect of the wheel material under high axle loads causes rolling wear. This wear characteristic can be explained by fatigue failures of surface material also called flaking. taping line C) WEAR BY MATERIAL FLOW WIT material flow and flow pattern on right wheel ‘The wear by material flow is shown on Fig. 5. — worn profile === onginal profile Material flow takes place when base material from the taping line moves towards the wheel flange and towards the outer wheel edge. Causes for material flow are contact areas with high contact pressure, Material flow re- moterial flow and flow sulting from high stress levels bears also the pattern on) left wheel danger of stress risers and breakage of the wheel. Especially endangered are wheels operating close to condemning limits because |Fig 5 couned BF rang cea of the rather small remaining rim thickness. 8RESUME Summarizing the above described three causes for wear especially when Operating with high axle loads the following conclusion must be drawn: A. At the center portion of the wheel profile near the taping line all three causes for wear are acting together in one direction namely diameter reducing. Thus causing a strong wear effect at the tread and consequently resulting in large diameter differences. B. In the area of the wheel flange and at the outer wheel edge the wear by material flow is partly compensating the wear by friction and rolling and consequently the wear at these areas. In addition to the above stated causes for wear there are other causes known as for example material fault, manufacturing irregularities etc. which purposely are not analysed in this paper. OPERATING SAFETY Operating safety as discussed here concerns only the conditions related to profile wear, rail wear and the resulting interaction between wheel and rail, The new wheel and new rail contours are shown in Fig. 6. The possible lateral movement is designed into this system and safe for operation. possblelotart contact oints 1.2.3 1.2.31 of wheels with pont 2 (21 tf role ond corresponding wheel diameters Ds penton, or ol Tinanaidh at | Under normal operating con- \k ditions the wheel set will oscillate in lateral motion along the pattern of a sine curve without contact between the wheel flange and the Istert moveret rail head. Only when operating eel D, 03 may be overcome and the flange [rig g | tied ivasion roll wee will contact the rail head.‘The permissible lateral movement for a new wheel and rail contour according to AAR specifications is for Wide flange profile - 3/4 inch (19mm) ‘The wheel and rail wear lead to an increase of the lateral movement of the wheel set, The interaction between the worn wheel and rail as shown on Fig.7 was taken from the wear pattern on Fig. 1a (above) for the wheels and Fig. 3 (bove) for the rails. The wheel set with worn wheel profiles is now free to move in lateral direction from contact point 1 to 3. The increased lateral movement equals 39 mm or 1 17/32 inches. This increase in lateral movement by itself represents no danger, however, the resulting operation characteristic carvies a substantial hazard for safe operation. posable loteral contect pots 1.2.3(1.2\fland corresponding diameters oP mounting oF poctibie Iafeal [wer ro enter ‘movement Se ea D5 >D,' Fig. 7 | Ticats ccaeoccee | GERD On account of the profile wear the wheel set will not anymore oscillate in the pattern of a sine curve. On account of the large diameter differences the wheel set will seek a position forcing the already very thin flange against the rail head, This condition caused by the FALSE FLANGE is instabil. Minor differences in vail condition do now cause the wheel set to move over the entire possible lateral play since the natural centering forces of the tread taper are not given. This oscillating motion will occur without dampening effect. As a result extremely high dynamic forces act upon the wheels and the rails, thus flexing both members to an undesirable high stress level. Momentarilly the contact point between rail and wheel flange will move to a substantially large diameter. The larger diameter in contact will cause the LATERAL MOTION to be transformed into an oscillating motion along the train axis. The foregoing condition together with other influencing are also known as HUNTING, In conclusion it must clearly be stated that operating wheel sets with wear profiles as described above, is extremely hazardous and unsafe, It will be the conclusion of this paper to recommend certain changes in the wheel /rail tolerance level, which will not only effect the operating safety but also carry other substantial advantages. 10THE WEAR PROCESS ON WHEEL PROFILES The determining factor for the service mileage of a wheel set is almost exclusively the FLANGE WEAR, In some cases and under certain track conditions TREAD WEAR is limiting the life of a wheel set. In the latter case, however, reprofiling of the wheel set as determined by the tread wear will always guarantee that a full flange can be restored. The service mileage of wheel sets with predominant tread wear is generally higher compared with wheel sets showing strong flange wear, The following chapter is investigating the wear process of wheel sets with predominantly flange wear. Wheel sets with high flange wear cause an operating performance involving many disadvantages as for instance: REDUCTION OF WHEEL SET SERVICE LIFE INCREASE OF REQUIRED TRACTION POWER EXTREME HIGH DYNAMIC FORCES POTENTIAL HAZARDS FOR SAFETY LARGE DIAMETER REDUCTION NECESSARY WHEN REPROFILING. The determination of the EFFECTIVE FLANGE WEAR is shown according to Fig. 8. joriginal profile fh \ Lt ail profiles A comparison of the worn profile with the new profile clearly shows the service metal removed as a result of profile wear. ‘The most critical determination is the an, ‘flange wear amount of FLANGE WEAR fw. The flange {right \worn profile wear is determined by projecting the original rail profile into: The new wheel profile and into: The worn wheel profile. fw (night) + fw left) = total fw ‘The difference in lateral clearance shows the effective flange wear for one wheel. The total effective flange wear for the wheel set is the sum of the effective flange wear on [ri g| definition of flange wear fw both wheels of one wheel set. 11IMPORTANT to note is, that the total flange wear fw ofa wheel economical wear set increases the lateral move-| ‘Un in wear ape ~~ ment of the wheel set in the ~_ 1004 - +P rails. This fact results in seve- ral undesirable conditions as |ionge wear py | will be shown in Fig. 9. w% 2 ] | 7a" 0" 60 wo —= mileage Fig9 | phases of flange wear The WEAR CURVE can be divided into three successive WEAR PHASES: Phase 1 - RUN-IN WEAR Phase 2 - ECONOMICAL WEAR Phase 3 - PROGRESSIVE WEAR. The causes for these three phases are explained as follows: Phase 1 - RUN-IN WEAR The new wheel with a profile according to AAR specifications will normally run on a worn rail head resulting in the contact area on tread and flange as shown in Fig, 4c above. ‘The small contact point at the wheel flange results in high specific area stresses which will lead to a rapid wear of the flange. e Phase 2_- ECONOMICAL WEAR At the end of the run-in wear 2 good matching of the flange and rail contour will exist as shown on Fig. 4d above. ‘The long line of contact between wheel and rail profile does reduce the specific area stresses. This in turn reduces the wear, thus leading to the phase of economical wear. Phase 3_- PROGRESSIVE WEAR As the wear on the wheel flanges continues also the lateral movement of the wheel set in the rails will increase, At the same time diameter differences between the left and the right wheel will become larger. The wheel set under these conditions will now assume other performance characteristics as in phase 1 and 2 and wear very rapidly. The badly worn wheel profiles do no longer provide the natural centering forces, This condition is called the phase of progressive wear. 12Wheel sets with high flange wear in a truck assembly are operating in a RESTRAINED RUNNING CONDITION with a strongly scewed axis in rail direction. {This condition which exists even on straight line track is comparable with the conditions prevailing in curves as shown in Fig. 10. This diagram also shows the change of the angle of attack as a result of the increased play in the track gauge. A truck assembly with two wheel sets and the axle distance A is shown in Fig. 10a. Both wheel sets have new profiles and operate freely with a relatively small ANGLE OF ATTACK alpha 1. Fig. 10b shows the operating condition of two wheel sets in a truck assembly with strongly worn wheel profiles. Both wheel sets are ina restrained running condition fw. flange weor ® 2e nominal ploy in track gouge 2e+tw: play in track gauge because of the large ANGLE OF ATTACK Ri ce rodiog alpha 2. The wear on the wheel profile @ angle of attack on wheel set progresses rapidly causing high forces A: oxle distance to act on the rail head. Figi0| ongle of attack cx | Rss Wheel sets operating in phase of progressive wear have the following disadvantages: ‘The wheel sets in the truck assembly perform in a restrained operating condition, ‘The normal centering forces as a result of the tread profile are eliminated. ‘The large lateral play in the track result in high dynamic forces which are not dampened. The traction power requirement is substantially increased. It is important to note that the ANGLE OF ATTACK which is determined by the lateral play of the wheel set in the track represents a very significant factor in the performance of a wheel set.TRACTION POWER REQUIREMENTS ‘The traction power requirements for rail vehicles with badly worn wheel profiles are substantially higher compared with rail vehicles operating on wheels with minor profile wear. ‘To substantiate the above statement, a calculation of traction power require- ments for a so called MODEL TRAIN in comparison with a train having new wheel sets is given below. In order to demonstrate and substantiate the required traction power as stated above, certain assumptions for flange wear were made for the model train as shown in Fig. 11, Further it was assumed that the model train is operating on straight track without elevations. Traction power requirements Traction power calculation for Model Train froction power Traction force oso ey oetion | finn pond V26oMPH co Ia0d por whest cot F = 45000 Les al Leak umber of wheel sels © £00 : ; ; Specie raling resistance Wo 1¥.02 (474) profile condition assumed to be equal in wr f ere fee [odditional Wahion power Pye Zax Vek] flange weor fw additional Wrochan force Zy= Foe Speci: rolling resistance iereased by flange weor frock gouge axis distance Fadivs of curve flange wear fw goin HHange wear fw fw overage (ode! Toi! total possible tw angie of attack Poe Hongeway cleorance a= 8" ™ Henge weer average e ys traction power for train with new wheal sets | length of resultant ferce armb fon straight ond level track = 100% Fiz odditional traction power requirement SaaT SST PO ae caused by flange wear assumed at pe Foo® Ziptg ee =k for Model Teain = 25% eaationa Wraction free Fie Op o- additions! traction pawer requirement etiam pete 2, Caused by diameter aiiferences assumed slippage ner whee! for, Masel ‘Tan Concerns Sinusoidal mation 100% 25, Fae FOOTE 7%, Model Train power requirements | GREE The traction power calculation as per Fig. 11 uses known values taken from literature as per attached list of references, Values for the profile wear are determined on the basis of the data collected for this paper. 14‘The result of the traction power necessary in relation to the flange wear is shown in diagram Fig. 12. traction According to this diagrem the required traction power for the model train is 32 % higher than for a train with new wheel sets running on straight and level track, assuming 50 % average flange wear. ee eas 1 iw wo | ——— fw Mllfw total=100%I| ‘80. / flange weer A sox fange® thew profiles Sear int] 5.20% increase in ig] action power in a w: PP "Tservice mileage relation to_fw t mileage % L | E La eae ig 13 increased service mileage fiecensrheie Fo ie ete fuente CONCLUSIONS In conclusion of the foregoing analysis the following changes in maintenance practice and tolerance level are suggested: ‘The permissible flange wear should be reduced’to 50 % of the present AAR limits. In connection with this change a reprofi- ling process of the wheel set must be implemented as a standard maintenance practice. The wheel set will now perform within the ECONOMICAL WEAR LIMITS and increase its service mileage by approximately 20 % as shown on Fig. 13. 2, - An improvement of RUN-IN WEAR can be realized by changing to a modified wheel profile as shown on Fig. 14, This profile change has the major objective to provide a larger contact area between wheel and rail. The increased tread taper has further the advantage of greater centering forces. frig.4] economical profile widely in use 15Figure 15 shows the possible increase in service mileage gained by using the economical = profile. The total increase in service mileage under conside- ration of reprofiling and use of the suggested economical profile will be approximately 45 %. 245% increase in [a Trileage mileage % | == a co" 60” 6 100 0 WOO 160 ay Fig ig | WeTeased Service mileage by a using economical profile 3, - In order to further improve the performance characteristic of wheel sets it appears to be necessary to reduce the nominal play in track gauge to 66 % of present AAR limits. This measure will reduce the rate of wear progression and herewith further increase the service mileage of the wheel set. The reason for this result is the reduced ANGLE OF ATTACK. Figure 16 indicates that all three measures taken namely reprofiling, economical profile and reduction in track play will result in a total increase in service mileage of approximately 80 %. wo bows flange weor tr i ee reprotiting earn fraction @ 260% increase i, power % 2 badly worn profiles 2" 6) wo" wo Wo” wo" wo 12. power saving with’ economical we: profites [neces service mieage by vag exnorical Fig 1 | protie ena recuced play i track economical ‘wear profiles ‘00, 4, - The stiggested change in reducing the Ao oss wear limit for flange wear has a sub- / or Fre ble stantial advantage in relation to the / seca amcal traction power requirements. itew protnat en Figure 17 indicates that under the Speratian, assumption of 30 % average flange Fen) "tS power eS wear 17 % of traction power required ean. can be saved.5, - Figure 18 shows the actual interaction of worn wheels and rails with reduced limits for flange wear and nominal play in track: MAX. FLANGE WEAR = 50 % of present AAR limits MAX, TRACK PLAY = 66 % of present AAR limits. This results ina total play of 7/8 inch or 22,5 mm. Identical tolerance levels in track play are being widely used by railroads throughout Europe. possible lateral contact paints 12:3 2nd corerpordng dionstars der wast posable foero 2 Jena worn ral contour" movement D3 >D3) al neracion of war fis oa wheats wih | ERE Fig 18 cane tone nar ond veiced rn py tt COED It is quite evident from Fig, 18 that wheel sets operating with the suggested changes in tolerence limits will operate safely and reliable. RESUME, The foregoing paper deals with the study of worn wheel and rail profiles. their interaction and resulting consequences. The paper further analyses the wear characteristic and traction power requirements. As @ conclusion the paper suggests several measures to be taken in order to improve wheel set service mileage, reduce traction power requirements and improve operating safety.REFERENCES 1, F.E, KING end KALOUSEK Rail Wear and Corrugation Studies Bulletin 658 - American Railway Engineering Association 2. E.H. LAW Nonlinear Wheelset Dynamic Response to Random Lateral Rail Irregularities Journal of Engineering for Industry - Nov. 1974 3, Rail Study Bessemer and Lake Erie Railroad Report Nr. ER - 55, March 1965 4. K.W. SCHOENBERG Summary of Performance of Standard-Carbon and Various Wear Resistant Rails in Test-Curves on the Chessie System Second Report AAR Technical Center Chicago, Mlinois 5, Track-Train Dynamics: Accident Investigation 1974 AAR Technical Genter, Chicago, Illinois 6. H.H. WEBER Zum Problem der Querreibung zwischen Rad und Schiene beim Durchfahren von Gleisbigen. Glas. Ann. 92 (1968) Nr. 4. April J. NOTHEN und K,H. ALTHAMMER Der Einflu8 des Spurspiels auf den Spurkranaverschlei8 eines zweiachsigen Fahrzeuges Glas, Ann, 92 (1968) Nr. 4, April 8. E.G, KUREK Das Zusammenspiel von Rad und Schiene Internationaler Radsatzkongrefi Miinchen 1966 - A4 9. B. SCHMUCKER und H. KIRCHLECHNER Spurkranzreibung und Spurkranzschmierung Archiv fir Eisenbahntechnik, Folge 28, Dezember 1973 18Dts)