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The occurrence of friction (or adhesion) and wear in wheel/rail interaction is important both from technological and economic view points. According American Association of Railroads, friction and wear in wheel/rail interaction costs the US railroads alone in excess of $2 billion every year [1].Friction occurs due to the interactions between the wheel and top of rail surface and between the wheel flange and the gauge face of the rail. High friction in wheel/rail interaction results in increased energy consumption, train speed reduction, track degradation, wear of wheel and rail. At the same time, too low a friction (or adhesion) results in deterioration in running stability and performance of the vehicle during acceleration/deceleration, reduced braking performance, lateral forces, wheel climb up, derailment and rail corrugations. Friction also influences the occurrence of stick-slip (squeak) and noise in wheel/rail interaction. Usually, a relatively higher friction coefficient (μ ~ 0.35) is desirable in the wheel and top of the rail contact whereas significantly lower friction is desired in wheel flange and the gauge face of the rail contact. The friction (adhesion) in the wheel/rail interaction is greatly influenced by the presence of oil, water/snow and contaminants such as autumn leaves, third body particles from ballast stones, sand from sand boxes, the transported products etc. on the top rail surface.It is therefore important to optimise friction in rail/wheel interaction i.e., to maintain relatively high friction between wheel/top of rail interface and a low friction between the wheel flange/gauge face of the rail.
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#Papers: 146
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