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Research Papers: Contact Mechanics

Thermal Stress Analysis of a Railway Wheel in Sliding-Rolling Motion

[+] Author and Article Information
Péter T. Zwierczyk

Budapest University of Technology and Economics,
Department of Machine and Product Design,
H-1111 Budapest,
Müegyetem rkp. 3, Hungary
e-mail: z.peter@gt3.bme.hu

Károly Váradi

Professor
Budapest University of Technology and Economics,
Department of Machine and Product Design,
H-1111 Budapest,
Müegyetem rkp. 3, Hungary
e-mail: varadik@eik.bme.hu

1Corresponding author.

Contributed by the Tribology Division of ASME for publication in the JOURNAL OF TRIBOLOGY. Manuscript received August 31, 2013; final manuscript received April 23, 2014; published online May 12, 2014. Assoc. Editor: Xiaolan Ai.

J. Tribol 136(3), 031401 (May 12, 2014) (8 pages) Paper No: TRIB-13-1179; doi: 10.1115/1.4027544 History: Received August 31, 2013; Revised April 23, 2014

Our investigations aimed to model the thermal stress development between wheel and rail, caused by heat generation during braking, by coupled transient thermal and elastic-plastic FE simulations. Stresses are generated due to thermal expansion caused by local temperature rise and changes in temperature in case of one revolution of the wheel. Our investigations resulted in the fact that thermal expansion caused by heat generation and heat conduction induced considerable local stresses along the thread of the wheel ∼0.1–0.5 mm underneath the surface.

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References

Figures

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Fig. 1

Surface cracks on the wheel in the cross section [1]

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Fig. 2

The geometric model, showing symmetry criteria

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Fig. 3

Structure of segmented geometry (vertically drawn apart)

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Fig. 4

Structure of the FE mesh

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Fig. 5

Method of entering heat flux into the FE model by indicating the direction of sliding

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Fig. 6

Location of query lines used for the evaluation of results on the test model: St according to the direction of sliding, Sd in the direction of depth

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Fig. 7

Positions of the moving heat sources at the moments of query, with the corresponding position and time date (the highlighted s coordinates indicate the center of the current position and the position of the query line Sd;)

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Fig. 8

Maximum temperature run-up in the modeled region (see Fig. 2) during the first revolution

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Fig. 9

Temperature distribution along query line St, at time moment t4 (first revolution). The gray background with the dashed lines indicates the momentary position of the contact area (see t4 in Fig. 7).

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Fig. 10

(a) Temperature fall in function of time at the point of intersection of query lines St and Sd (first full revolution) and (b) Temperature fall in function of time at the point of intersection of query lines St and Sd (five revolutions)

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Fig. 11

(a) Temperature distribution below the tread at noted moments of time and (b) temperature distribution below the tread at noted positions of revolution

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Fig. 12

(a) Distribution of stress—in the direction of sliding—below the tread in noted moments of time and (b) Distribution of stress—in the direction of sliding—below the tread in noted positions of the revolution

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Fig. 13

Distribution of the stress component corresponding to the direction of sliding and the von Mises equivalent stress along query line St in t4 (first revolution). The gray background indicates the momentary position of the contact area.

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