Assessment of Thermal Damage for Railway Wheel of Long-Term Running

Despite of improvement of wheel material for railway vehicle, the damages of railway wheel have been occurred in service running. Because of wheel damage with spalling, shelling and thermal crack, the maintenance cost for the railway wheel has increased. The railway wheel had standardized but the chemical composition, the mechanical property and the hardness with respect to railway wheel is merely established. In order to reduce wheel damage, it is necessary to reinforce the standard of railway wheel. In present study, the fracture mechanics characteristics of railway wheel such as low cycle fatigue, fracture toughness, impact energy depended on low temperature and so on have tested. The result shows that the standard of railway wheel has to supplement fracture toughness and impact energy depended on low temperature etc.

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The Effects of Residual Stress of Contact Fatigue Life for Railway Wheels

Key Engineering Materials ◽

10.4028/www.scientific.net/kem.297-300.115 ◽

2005 ◽

Vol 297-300 ◽

pp. 115-121 ◽

Cited By ~ 2

Author(s):

Jung Won Seo ◽

Byeong Choon Goo ◽

Heung Chai Chung ◽

Jae Boong Choi ◽

Young Jin Kim

Keyword(s):

Heat Treatment ◽

Residual Stress ◽

Fatigue Life ◽

Contact Fatigue ◽

Contact Load ◽

Evaluation Procedure ◽

Railway Wheel ◽

Railway Vehicles ◽

Contact Fatigue Life ◽

Railway Wheels

Railway wheels and axles belong to the most critical components in railway vehicles. The service conditions of railway vehicles became more severe in recent years due to the increase of speed. Therefore, a more precise evaluation of railway wheel life and safety has been requested. Wheel/rail contact fatigue and thermal cracks due to braking are two major mechanisms of the railway wheel failure. One of the main sources of the contact zone failure is the residual stress. The residual stress on wheel is formed during the manufacturing process which includes a heat treatment, and then, is changed in the process of braking which results in wheel/rail contact stress and thermal stress. In this paper, an evaluation procedure for the contact fatigue life of railway wheel including residual stress is proposed. Also, the cyclic stress history for fatigue analysis is simulated by applying finite element analysis for the moving contact load. As a result, a fatigue life estimation methodology is proposed for railway wheels which includes the effects of residual stresses due to heat treatment, braking and repeated contact load, respectively.

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Polygonisation of railway wheels: a critical review

Railway Engineering Science ◽

10.1007/s40534-020-00222-x ◽

2020 ◽

Vol 28 (4) ◽

pp. 317-345 ◽

Cited By ~ 1

Author(s):

Gongquan Tao ◽

Zefeng Wen ◽

Xuesong Jin ◽

Xiaoxuan Yang

Keyword(s):

Critical Review ◽

High Speed ◽

Natural Vibration ◽

Ride Comfort ◽

Railway Vehicle ◽

Formation Mechanisms ◽

Simulation Methods ◽

Track System ◽

High Speed Trains ◽

Railway Wheels

AbstractPolygonisation is a common nonuniform wear phenomenon occurring in railway vehicle wheels and has a severe impact on the vehicle–track system, ride comfort, and lineside residents. This paper first summarizes periodic defects of the wheels, including wheel polygonisation and wheel corrugation, occurring in railways worldwide. Thereafter, the effects of wheel polygonisation on the wheel–rail interaction, noise and vibration, and fatigue failure of the vehicle and track components are reviewed. Based on the different causes, the formation mechanisms of periodic wheel defects are classified into three categories: (1) initial defects of wheels, (2) natural vibration of the vehicle–track system, and (3) thermoelastic instability. In addition, the simulation methods of wheel polygonisation evolution and countermeasures to mitigate wheel polygonisation are presented. Emphasis is given to the characteristics, effects, causes, and solutions of wheel polygonisation in metro vehicles, locomotives, and high-speed trains in China. Finally, the guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel polygonisation.

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Modeling thermal effects in braking systems of railway vehicles

Thermal Science ◽

10.2298/tsci120503188m ◽

2012 ◽

Vol 16 (suppl. 2) ◽

pp. 515-526 ◽

Cited By ~ 13

Author(s):

Milos Milosevic ◽

Dusan Stamenkovic ◽

Andrija Milojevic ◽

Misa Tomic

Keyword(s):

Thermal Analysis ◽

Thermal Effects ◽

Road Vehicles ◽

Railway Wheel ◽

Railway Vehicles ◽

Braking System ◽

Research Task ◽

Braking Phase ◽

Railway Wheels

The modeling of thermal effects has become increasingly important in product design in different transport means, road vehicles, airplanes, railway vehicles, and so forth. The thermal analysis is a very important stage in the study of braking systems, especially of railway vehicles, where it is necessary to brake huge masses, because the thermal load of a braked railway wheel prevails compared to other types of loads. In the braking phase, kinetic energy transforms into thermal energy resulting in intense heating and high temperature states of railway wheels. Thus induced thermal loads determine thermomechanical behavior of the structure of railway wheels. In cases of thermal overloads, which mainly occur as a result of long-term braking on down-grade railroads, the generation of stresses and deformations occurs, whose consequences are the appearance of cracks on the rim of a wheel and the final total wheel defect. The importance to precisely determine the temperature distribution caused by the transfer process of the heat generated during braking due to the friction on contact surfaces of the braking system makes it a challenging research task. Therefore, the thermal analysis of a block-braked solid railway wheel of a 444 class locomotive of the national railway operator Serbian Railways is processed in detail in this paper, using analytical and numerical modeling of thermal effects during long-term braking for maintaining a constant speed on a down-grade railroad.

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Damage Evaluation of Wheel Tread based on Contact Position between Wheel and Rail

Key Engineering Materials ◽

10.4028/www.scientific.net/kem.417-418.645 ◽

2009 ◽

Vol 417-418 ◽

pp. 645-648 ◽

Cited By ~ 2

Author(s):

Seok Jin Kwon ◽

Dong Hyung Lee ◽

Jung Won Seo ◽

Young Sam Ham

Keyword(s):

Crack Propagation ◽

Evaluation Method ◽

Railway Vehicle ◽

Damage Evaluation ◽

Wheel Surface ◽

Contact Position ◽

Railway Wheels

The defect initiation and crack propagation in wheel may result in the damage of the railway vehicle or derailment. Therefore, it is important to evaluate the characteristics of the wheel tread. In the present paper, the characteristics of wheel tread based on contact positions, running distance and brake pattern are evaluated. To evaluate the damage for railway wheels, the measurement for the replication of wheel surface is carried out. The result shows that the damaged wheel tread is remarkably depended on the contact positions between wheel and rail. It should be noted that the replication test can be applied in new evaluation method of wheel damage.

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Residual Stress Evaluation of Railway Wheels by X-Ray Diffraction and Finite Element Method

Advanced Materials Research ◽

10.4028/www.scientific.net/amr.89-91.545 ◽

2010 ◽

Vol 89-91 ◽

pp. 545-550

Author(s):

Shunichi Takahashi ◽

Takanori Kato ◽

Hiroshi Suzuki ◽

Toshihiko Sasaki

Keyword(s):

Finite Element Method ◽

Residual Stress ◽

Finite Element ◽

Stress State ◽

Fem Analysis ◽

X Ray Diffraction ◽

Stress Release ◽

X Ray ◽

Railway Wheels ◽

Hoop Direction

X-ray stress measurement is useful for determining, in a non-destructive manner, the surface stresses of engineered parts.　However, the railway wheels cannot measure because this it is very large. So it should be measured using a scaled-down model. The problem is, however, how the stress release should be considered. In this analysis, the finite element method (FEM) was applied to estimate the initial stress state using stresses released after cutting a sample obtained by the X-ray method. Railway wheels were studied in this experiment. In the early 1990s, several railroads in the northeast of the U.S.A. experienced extensive cracking in the wheels of the commuter trains. Residual stresses in the hoop direction play an important role in mechanism fatigue damage. This paper will discuss about residual stress in the hoop direction in manufactured wheels. The results of FEM analysis and the X-ray diffraction method confirms that these methods can be used to evaluate the residual stress of the hoop direction. There is very good quantitative agreement between the simulated and measured stress distributions. It can be suggested that guessing guess stress release and the redistribution by the FEM analysis is possible. The residual hoop stress of the unused wheel presumed by this research has the residual stress of high compression in the wheel at the center of the rim up to 40mm depth.　It is very safe because the residual stress state is compressive even when a crack occurs, and obstructs the crack’s progress. If a crack occurs by any chance, the stress state can obstruct the crack’s progress.

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Optimization of Residual Stress Measurement Conditions for a 2D Method Using X-ray Diffraction and Its Application for Stainless Steel Treated by Laser Cavitation Peening

Materials ◽

10.3390/ma14112772 ◽

2021 ◽

Vol 14 (11) ◽

pp. 2772

Author(s):

Hitoshi Soyama ◽

Chieko Kuji ◽

Tsunemoto Kuriyagawa ◽

Christopher R. Chighizola ◽

Michael R. Hill

Keyword(s):

Residual Stress ◽

Stainless Steel ◽

Evaluation Method ◽

Stress Measurement ◽

X Ray Diffraction ◽

Stress Variation ◽

X Ray ◽

Slitting Method ◽

Average Grain Size ◽

Measured Residual Stress

As the fatigue strength of metallic components may be affected by residual stress variation at small length scales, an evaluation method for studying residual stress at sub-mm scale is needed. The sin2ψ method using X-ray diffraction (XRD) is a common method to measure residual stress. However, this method has a lower limit on length scale. In the present study, a method using at a 2D XRD detector with ω-oscillation is proposed, and the measured residual stress obtained by the 2D method is compared to results obtained from the sin2ψ method and the slitting method. The results show that the 2D method can evaluate residual stress in areas with a diameter of 0.2 mm or less in a stainless steel with average grain size of 7 μm. The 2D method was further applied to assess residual stress in the stainless steel after treatment by laser cavitation peening (LCP). The diameter of the laser spot used for LCP was about 0.5 mm, and the stainless steel was treated with evenly spaced laser spots at 4 pulses/mm2. The 2D method revealed fluctuations of LCP-induced residual stress at sub-mm scale that are consistent with fluctuations in the height of the peened surface.

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Evaluation of Residual Stress of Railway Wheel Regarding to Deterioration

Materials Science Forum ◽

10.4028/www.scientific.net/msf.654-656.2495 ◽

2010 ◽

Vol 654-656 ◽

pp. 2495-2498

Author(s):

Seok Jin Kwon ◽

Dong Hyung Lee ◽

Jung Won Seo ◽

Sung Tae Kwon

Keyword(s):

Residual Stress ◽

Thermal Fatigue ◽

X Ray Diffraction ◽

Railway Wheel ◽

X Ray ◽

Thermal Cracks ◽

Short Cracks

Upon investigation of the damaged wheels it was determined that the cracking was caused by thermal fatigue during on-tread friction braking. The thermal cracks appear as short cracks oriented axially on the wheel tread. Severe heating of the wheel tread during braking was believed to be a contributing the variation of residual stress which is related to wheel failure. It is necessary to evaluate the residual stress due to deterioration of wheel tread in order to ensure the safety of wheel. In the present paper, the residual stress of railway wheel for deterioration using x-ray diffraction system is evaluated. The result shows that the residual stress of wheel is depend on the running distance and the residual stress needs to be inspected between the wheel diameter of 800 and 780mm.

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Failure Analysis of Railway Wheel Tread

Key Engineering Materials ◽

10.4028/www.scientific.net/kem.321-323.649 ◽

2006 ◽

Vol 321-323 ◽

pp. 649-653 ◽

Cited By ~ 3

Author(s):

Seok Jin Kwon ◽

Dong Hyung Lee ◽

Sung Tae Kwon ◽

Byeong Choon Goo

Keyword(s):

Failure Analysis ◽

Field Test ◽

Thermal Loading ◽

Fatigue Cracks ◽

Maintenance Cost ◽

Surface Cracks ◽

Wheel Surface ◽

Railway Wheel ◽

Railway Wheels ◽

Inclined Cracks

The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spalling after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for introduction of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replica of wheel surface and effect of braking application in field test are carried out. The result shows that the surface cracks in railway wheel tread are due to combination of thermal loading and ratcheting.

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Damage Mechanism of Wheel for High Speed Train Based on Fracture Mechanics

Key Engineering Materials ◽

10.4028/www.scientific.net/kem.326-328.1047 ◽

2006 ◽

Vol 326-328 ◽

pp. 1047-1050

Author(s):

Seok Jin Kwon ◽

Jung Won Seo ◽

Dong Hyung Lee ◽

Chan Woo Lee

Keyword(s):

High Speed ◽

Thermal Loading ◽

Fatigue Cracks ◽

Damage Mechanism ◽

Maintenance Cost ◽

Surface Cracks ◽

Wheel Surface ◽

Railway Wheel ◽

Railway Wheels ◽

Inclined Cracks

The majority of catastrophic wheel failures are caused by surface opening fatigue cracks either in the wheel tread or wheel flange areas. The inclined cracks at railway wheel tread are initiated and the cracks are caused by wheel damage-spalling after 60,000 km running. Because the failured railway wheel is reprofiled before regular wheel reprofiling, the maintenance cost for the railway wheel is increased. Therefore, it is necessary to analyze the mechanism for introduction of crack. In the present paper, the combined effect on railway wheels of a periodically varying contact pressure and an intermittent thermal braking loading is investigated. To analyze damage cause for railway wheels, the measurements for replica of wheel surface and effect of braking application in field test are carried out. The result shows that the surface cracks in railway wheel tread are due to combination of thermal loading and ratcheting.

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