Residual stress and its consequences on both sides of the wheel-rail interface

Orringer, Oscar; Paxton, W.R.; Gray, D.E.

doi:10.1016/0043-1648(95)06674-8

Cited by 14 publications

(5 citation statements)

References 16 publications

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“…In particular, the increase in running speed and the load per axle renders the wheel component particularly critical. This is true both concerning its resistance to mechanical actions developed from the wheel±rail contact and for thermal stress phenomena induced from braking operations, above all when these are performed using blocks [3]. These latter phenomena substantially consist of the generation of cyclical stresses through the effect thermal transients generated by braking, which in their turn cause two important effects:…”

Section: Introductionmentioning

confidence: 98%

The effect of block braking on the residual stress state of a solid railway wheel

Donzella

Scepi

Solazzi

et al. 1998

Proceedings of the Institution of Mechanical Engineers, Part F:

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Section: Introductionmentioning

confidence: 98%

The effect of block braking on the residual stress state of a solid railway wheel

Donzella

Scepi

Solazzi

et al. 1998

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…1,2 It has been reported by many authors that residual stresses influence the mechanical properties of structural material and, consequently, lead to the propagation of cracks. [3][4][5][6][7][8] Residual stresses in rails can cause plastic deformation around the rail-wheel contact surface and modify the stress field near the running line and internally in the railhead causing railway failures. 9 These stresses first appear at the end of the cooling process (arising from thermal stresses) and are subsequently modified during the straightening process.…”

Section: Introductionmentioning

confidence: 99%

Fine tuning straightening process using genetic algorithms and finite element methods

Pernía

Martínez-de-Pisón

Ordieres

et al. 2010

Ironmaking & Steelmaking

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The process of straightening steel sections is used not only to actually straighten the product but also to reduce its internal residual stresses. Fine tuning this process within an industrial plant is complicated because of the time needed for conducting the tests and the difficulties in measuring the final residual stresses. This paper presents a methodology based on genetic algorithms and finite element analysis that seeks the best position of the rollers to produce a straightened product with the minimum amount of residual stresses. The process consists of simulating multiple roller positions using a previously validated finite element model and analysing the resulting residual stresses. Genetic programming is used to choose the best solutions that will give rise to the next generation of individuals. For several generations, the system combines a series of optimum solutions in which residual solutions are minimised. The best solutions obtained enable the rollers to be positioned in a way that guarantees a good end quality for the product.

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“…Considering now the CCT diagram displayed in figure 4, if X 1 and X 2 are two known volume fractions of the multiphase zone, for and respectively, equation (2) gives:…”

Section: Fe-stress/displacement Modelmentioning

confidence: 99%

“…The process for calculating α th , according to Boyadjiev et al [22] , was based on the determination of X in the multiphase region. using a numerical method involving the equation by Kamamoto et al [23] : (2) where, -X is the "volume fraction of intended phase at T temperature", -X 0 is the "volume fraction of intended phase at transformation termination", -T s is the transformation start temperature, -T f is the transformation finish temperature, and -n, b are constant values.…”

Section: Fe-stress/displacement Modelmentioning

confidence: 99%

“…Furthermore, it has been reported by many authors that residual stresses influence the mechanical behaviour of structural material and, consequently, lead to the propagation of cracks in the case of rails [2][3][4][5][6][7] . Residual stresses in rails can cause plastic deformation around the rail-wheel contact surface and modify the stress field near the running line and internally in the railhead causing railway failures [8] .…”

Section: Introductionmentioning

confidence: 99%

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Analysis of rail cooling strategies through numerical simulation with instant calculation of thermal expansion coefficient

et al. 2010

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This article describes a new methodology to simulate the cooling process for an asymmetrical Ri60 grooved rail, designed for city tramways, in a more realistic manner than that conducted previously by other authors for long steel sections. The approach considers the phase transformation of the steel and the forced convection cooling. The process is modelled as an uncoupled thermo-mechanical problem. First, the rail's temperature history is obtained from a computer fluid dynamic model and subsequently introduced in the finite element model, in order to model the stresses and displacements. This second stage involves the calculation of the thermal expansion coefficient, for each element and at each iteration. The calculation is made according to the continuous cooling transformation diagram. These results lead to the extremely reliable determination of residual stresses as proved by the comparison with experimental data obtained in the industrial plant. The methodology allows for an accurate study of two types of cooling strategies for the Ri60 and the selection of the more suitable one. KeywordsResidual stresses; Section manufacturing; Thermal expansion coefficient. Análisis de estrategias de enfriamiento de raíles mediante simulación numérica con cálculo instantáneo del coeficiente de expansión térmica ResumenEn este artículo se describe una nueva metodología para simular el proceso de enfriamiento de un rail asimétrico Ri60, diseñado para tranvías, de una forma mucho más realista que lo realizado hasta ahora para perfiles largos de acero. La propuesta considera los efectos de la transformación de fases del acero y el enfriamiento por convección forzada. El proceso es simulado como un proceso termo-mecánico desacoplado. Primero, las curvas de enfriamiento del rail son obtenidas a partir de un modelo basado en dinámica de fluidos computacional y posteriormente introducidas en el modelo de elementos finitos para calcular las tensiones y desplazamientos. En esta segunda fase se calcula, para cada elemento finito y en cada iteración, el coeficiente de dilatación térmica lineal según el diagrama de curvas de enfriamiento continuo. Estos resultados permiten determinar las tensiones residuales al final del proceso con muy buena fidelidad respecto a los datos experimentales obtenidos en la planta industrial. La metodología permite estudiar con precisión dos tipos de estrategias de enfriamiento del Ri60 y seleccionar la más conveniente. Palabras claveTensiones residuales; Fabricación de perfiles; Coeficiente de dilatación térmica lineal.

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Residual stress and its consequences on both sides of the wheel-rail interface

Cited by 14 publications

References 16 publications

The effect of block braking on the residual stress state of a solid railway wheel

The effect of block braking on the residual stress state of a solid railway wheel

Fine tuning straightening process using genetic algorithms and finite element methods

Analysis of rail cooling strategies through numerical simulation with instant calculation of thermal expansion coefficient

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