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Review
. 2023 May 31;23(11):5240.
doi: 10.3390/s23115240.

A Review of NDT Methods for Wheel Burn Detection on Rails

Yanbo Zhang  1 , Xiubo Liu  2 , Longhui Xiong  2 , Zhuo Chen  2 , Jianmei Wei  1
Affiliations
Review

A Review of NDT Methods for Wheel Burn Detection on Rails

Yanbo Zhang et al. Sensors (Basel). .

Abstract

Wheel burn can affect the wheel-rail contact state and ride quality. With long-term operation, it can cause rail head spalling or transverse cracking, which will lead to rail breakage. By analyzing the relevant literature on wheel burn, this paper reviews the characteristics, mechanism of formation, crack extension, and NDT methods of wheel burn. The results are as follows: Thermal-induced, plastic-deformation-induced, and thermomechanical-induced mechanisms have been proposed by researchers; among them, the thermomechanical-induced wheel burn mechanism is more probable and convincing. Initially, the wheel burns appear as an elliptical or strip-shaped white etching layer with or without deformation on the running surface of the rails. In the latter stages of development, this may cause cracks, spalling, etc. Magnetic Flux Leakage Testing, Magnetic Barkhausen Noise Testing, Eddy Current Testing, Acoustic Emission Testing, and Infrared Thermography Testing can identify the white etching layer, and surface and near-surface cracks. Automatic Visual Testing can detect the white etching layer, surface cracks, spalling, and indentation, but cannot detect the depth of rail defects. Axle Box Acceleration Measurement can be used to detect severe wheel burn with deformation.

Keywords: NDT; mechanism of formation; rail defect; wheel burn; white etching layer.

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Conflict of interest statement

The authors declare no conflict of interest.

Figures

Figure 11
Figure 11
EC testing devices [94,99]. (a) German rail inspection vehicle with eddy current sensors installed (red arrows); (b) Rail grinding system with integrated EC inspection module from Vossloh.
Figure 13
Figure 13
Installation of AE sensor on rail [107,111].
Figure 1
Figure 1
Macroscopic appearance of wheel burn [10,11]. (a) Repeated wheel burn caused by locomotive running; (b) Rail surface spalling caused by wheel burn; (c) Transverse breakage caused by wheel burn; (d) Oval-shaped wheel burn caused by locomotive slipping; (e) Oval-shaped WEL caused by wheel burn; (f) Strip-shaped WEL caused by wheel burn.
Figure 2
Figure 2
Schematic drawing of thermomechanical mechanism of WEL formation [29].
Figure 3
Figure 3
Optical micrograph of the rail cross-section with WEL, BEL, and cracks [29].
Figure 4
Figure 4
Schematic of crack development as wheel rolls over [58].
Figure 5
Figure 5
Classification of the NDT methods for wheel burn detection.
Figure 6
Figure 6
The principle of MFL testing of rail [64].
Figure 7
Figure 7
Russian rail flaw detection vehicle AVIKON-03 with magnetizing system: (1) the maximum magnetic induction region, and (2) magnetic sensor [80].
Figure 8
Figure 8
The principle of MBN testing on rails [64].
Figure 9
Figure 9
MBN testing devices [81,90]. (a) Rollscan 250 from Stresstech (Finland); (b) MBN measurement at rail surface with Rollscan 250; (c) MBN stress detector from NUAA; (d) Hand-pushed rail stress and crack inspection device from NUAA.
Figure 10
Figure 10
The principle of EC testing of rail [64].
Figure 12
Figure 12
The principle of AE testing [64].
Figure 14
Figure 14
Detection of squats by lock-in thermography [123]. (a) Schematic of lock-in thermography experiment setup; (b) Phase angle image of squat; (c) Temperature image of squat.
Figure 15
Figure 15
A vehicle-mounted track inspection system developed by China Academy of Railway Science [129,130,131]. (a) The principle of track inspection (1–6 are line scan cameras); (b) Wheel burn detected by track inspection system.
Figure 16
Figure 16
Track inspection trolley [128].
Figure 17
Figure 17
Photograph of wheel burn detection [128]. (a) Target image; (b) Detection region; (c) Wheel burn.
Figure 18
Figure 18
Original ABA signal and WBI signal of continuous and equidistant wheel burn [145]. (a) Original ABA signal; (b) WBI signal.
Figure 18
Figure 18
Original ABA signal and WBI signal of continuous and equidistant wheel burn [145]. (a) Original ABA signal; (b) WBI signal.
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