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Worn railway wheels after service in the desert were investigated by means of failure analysis, hardness measurements, tensile tests, fracture toughness tests and low-cycle fatigue (LCF) tests. The results complete both previous small-scale laboratory experiments and FEM simulations performed by the authors on widely used steels and new steel grades allowing to better understand the main damage mechanisms due to the sand. These new steel grades were developed for forged-rolled solid wheels in alternative to AAR Class B/C/D steel grades and were designed to ensure high resistance to wear and rolling contact fatigue in the presence of sand, debris or gravel on the rails. This paper covers the in-depth mechanical characterization of wheels made of the new steels. Hardness measurements, tensile tests, fracture toughness tests and LCF tests were carried out. The results are compared with AAR Class B/C/D steels showing an excellent combination of fracture toughness, cyclic yield strength and ductility.

Twin-disk tests are an effective method to characterize the material response to rolling sliding contact, to reproduce the damage phenomena of real components at a laboratory scale in controlled working conditions. Usually the monitoring is performed by means of “gross” parameters, such as weight loss, coefficient of friction and Barkhausen noise, and micrographs of the sample sections, at the end of the test. Visual inspection of the sample contact surface at the macro-scale yields further information about the process under analysis. In twin-disk tests, the samples are visually inspected at predetermined steps, typically by acquiring the image of their surface when the samples are stationary. The availability of a system able to capture the images of the samples while they roll during the tests is of interest to better monitor the damage evolution. In this paper, we present the results of the experiments carried out to extract quantitative information from the images captured on railway wheel samples during rolling contact tests: suitable image processing has been designed with the objective of finding meaningful, synthetic indices for the monitoring and the interpretation of the wear process, also in relation to prior knowledge about the process. The experimental work was focused on the definition of the indices, on the analysis of their behavior on different steels, and on their usefulness to predict uneven wear during the tests on the test bench.

The interaction between wear and rolling contact fatigue in wet contact was investigated by means of experiments on a two-disk test bench. Specimens of various railway wheel steels were coupled with specimens of the same rail steel, subjected to rolling and sliding wet contact with varying sliding/rolling ratio. Some tests with a dry rolling–sliding contact phase preceding wet contact were carried out as well (dry–wet tests). The pressurization of the fluid entrapped in the surface cracks was the cause of a rapid and severe damage in the dry–wet tests, due to the nucleation of surface cracks by ratcheting in the dry phase, which subsequently propagate in the wet phase. In the wet tests, the fluid pressurization effect was much mitigated due to the absence of initial surface cracks; the specimens subjected to higher sliding/rolling ratio showed the best performance against rolling contact fatigue, due to the effect of wear in reducing the length of surface cracks. A model for assessing the interaction between wear and rolling contact fatigue was proposed, based on the correction of the classical Paris law for crack propagation by taking into account the effect of wear on crack length reduction. The application of the model to the experimental tests allowed finding a correlation between the model predictions and the occurrence of fatigue failure.

A recent interest on emergency shoe braking in high speed trains stimulated the research on the damage due to sliding contact between brake blocks and wheel tread. Bi-disc tests, with rolling/slidi...

A vision-based experimental methodology was developed for monitoring the surface state evolution of specimens during twin-disc rolling contact tests, aimed at providing information for identifying ...

A procedure for damage assessment in wheel–rail contact is still an open task: much work has been done for understanding failure mechanisms such as wear, cyclic plasticity and Rolling Contact Fatigue, but only recently the competition between them has been taken into account. In this study, a numerical procedure for damage assessment of railway wheel steels, considering the complex interaction between various failure phenomena that can occur at the loaded region, is proposed. The procedure is based on various damage mechanism models, integrated into an overall simulation method able to take into account their reciprocal influence. The model was applied for characterising a railway wheel steel (ER8 EN13262), through the elaboration of the results of rolling–sliding experiments, determining the plasticity and the wear model constants that can be used for damage assessment of real wheels. The experiments showed that the main damage phenomenon was surface crack formation due to unidirectional plastic flow (ratcheting); in the presence of water these cracks propagated causing very severe damage. A role of manganese sulphides non-metallic inclusions as preferential site for subsurface crack nucleation was observed. A quantitative evaluation of these phenomena was provided.

The effect of shoe braking on three railway wheel steels was studied by means of bi-disc tests, in order to evaluate the applicability of shoe braking as an emergency stop braking system in high-speed passenger trains. Disc-shaped specimens, extracted from real wheels, were initially paired with discs extracted from cast iron brake blocks, in condition of rolling and sliding such to reach the typical temperature of the surface of a wheel rim during stop braking. Subsequently, the wheel discs were coupled with rail steel discs in rolling and sliding dry contact. Some of them were cut and analysed; other ones were subsequently subjected to rolling and sliding contact with rail specimens in wet condition, with various test duration. Measurements of the coefficient of friction and of the weight loss were carried out during the tests; at the end of the tests, hardness measurements and microstructure observation were made on the disc cross-sections. The main damage phenomena observed in the specimens subjected to wheel-brake contact and dry wheel-rail contact were ratcheting, wear and nucleation of surface cracks. Traces of cast iron, previously transferred from the brake specimens to the wheel ones, were detected. The main damage phenomenon observed in the specimens subjected to wheel-brake, dry wheel-rail and wet wheel-rail contact was rolling contact fatigue, developing by the propagation of surface cracks due to the pressurization of the water entrapped inside the cracks. All these phenomena were found to be similar to those observed in wheel specimens subjected to wheel-rail contact only. The effect of the cast iron traces on surface crack propagation was evaluated by means of finite element simulations and it was found to be limited. Therefore, the application of shoe braking as emergency stop braking system to high speed trains did not show any relevant contraindications.

The paper presents a ratchetting model, based on the non-linear kinematic-isotropic hardening law of Leimatre and Chaboche, able to predict the shear strain accumulation during rolling contact loading and including wear as a competitive phenomenon. A procedure was proposed to calibrate the model with the material constants suitable for rolling contact problems, obtaining them from bi-disk contact tests. For this aim and to study the damage evolution at the wheel–rail interface, some twin disk rolling contact tests were carried out on a common wheel–rail material couple under a dry rolling–sliding condition typical of normal service. The tests were stopped at progressive cycles numbers for different couples of specimens, which were then cut and observed with optical and electron microscope in order to analyse the damage evolution in the zone near to the contact interface. A wear-rolling contact fatigue competition was observed with a progressive crack tip advance following a shear band cracking mechanism and crack tail removal due to wear. The numerical model allowed predicting the experimental strain profile along the depth as a function of contact cycles number, also demonstrating through the critical strain approach that in the analysed conditions wear was able to prevent deep crack formation.

Recent studies of the rail—wheel interface have shown that wear and rolling contact fatigue (RCF) are competitive phenomena. Wear, by removing the material from the contact surface, tends to limit the propagation of cracks formed by cyclic contact stresses. Several parameters influence these phenomena. This article studies the effects of various working conditions on the surface damage of railway steels. The competition between wear and RCF is particularly strong in dry rolling—sliding contacts, in which the damage severity of our test cases can be adequately predicted using the shakedown map. In wet contacts, RCF is prevalent: cracks rapidly propagate into the subsurface layer in response to hydraulic pressure penetration and then branch towards the surface causing severe damage (macroscopic pitting). The severity of this phenomenon depends strongly on the applied load and cannot be inhibited by wear due to the low friction. On the basis of these results, a general procedure is proposed to the structural integrity of rails.

The assessment of damage in rail–wheel cyclic contact requires considering the combined action of different damage mechanisms, such as wear, ratcheting, surface or subsurface crack nucleation and propagation. Models, usually requiring experimental calibration, are available for assessing these phenomena. The best way to calibrate them is based on cyclic contact tests, as these represent the real working conditions more closely. However, some experimental information, such as microstructural changes or crack paths, can be obtained only by destructive methods at the end of the tests, and their evolution cannot be monitored; other parameters, such as the wear rate, can only be determined during time consuming breaks to the tests. In this work, non destructive measurements of vibrations, torque and Barkhausen noise were introduced as indicators of damage evolution in cyclic contact tests on a high performance steel for railway wheels, coupled with a rail steel. In particular, their correlation with surface state, wear rate, subsurface microstructure and presence of cracks was shown.

Corrosion and wear resistance of Cathodic Arc Evaporation (CAE) CrN coatings deposited on a tool steel were investigated considering the effect of the number of layers (mono or double) and the influence of defects. The CrN coatings were characterized for mechanical (scratch, nanoindentation test), corrosion behavior (polarizarion tests) and tribological properties (pin-on-disk tests). Scanning Electron Microscope analyses on samples before and after the tests were also made in order to identify the type of the defects and the role they play in the coating damage. Monolayer coating shows a good wear behavior with a stable and low friction coefficient, but its corrosion performance is poor. On the contrary, the presence of an interface into the double layer improves the corrosion resistance, but it is a weak point for the coating delamination during wear tests.

Wear and rolling contact fatigue were investigated on unfilled PEEK and on three PEEK short fiber reinforced composites. For this aim, roller-shaped specimens were subjected to rolling contact tests at different contact pressure levels. Wear rate- pv product and contact pressure-life diagrams were obtained, depending on material hardness. Microscopic observations of rolling contact surfaces and sections of the rollers highlighted damages at two different scales, surface and bulk, leading independently to wear and rolling contact fatigue. These damages were also of different typology for unfilled PEEK and composites: micro-pitting and deep transversal cracks occurred on unfilled PEEK rollers, while delamination and spalling phenomena where found on composite rollers.