2006
DOI: 10.1016/j.wear.2006.01.016
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Transient heat partition factor for a sliding railcar wheel

Abstract: During a wheel slide the frictional heat generated at the contact interface causes intense heating of the adjacent wheel material. If this material exceeds the austenitising temperature and then cools quickly enough, it can transform into martensite, which may ultimately crack and cause wheel failure. A knowledge of the distribution of the heat partitioned into the wheel and the rail and the resulting temperature fields is critical to developing designs to minimize these deleterious effects. A number of theore… Show more

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Cited by 21 publications
(13 citation statements)
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“…Another 2D FE model built up by Wu et al [20] was utilized to investigate the residual deformation, plastic strain and residual stress at the rail surface during wheel-rail sliding contact. FE models employing moving heat source method to calculate the wheel temperature could be found in [19,25,26]. Very few 3D models were proposed [19,27].…”
Section: Introductionmentioning
confidence: 99%
“…Another 2D FE model built up by Wu et al [20] was utilized to investigate the residual deformation, plastic strain and residual stress at the rail surface during wheel-rail sliding contact. FE models employing moving heat source method to calculate the wheel temperature could be found in [19,25,26]. Very few 3D models were proposed [19,27].…”
Section: Introductionmentioning
confidence: 99%
“…Based on the prior results of Abdel-Aal (11), Komanduri and Hou (12), and Kennedy, et al (17), we expect the bolt heat partition factor α b to vary with time and its value to depend on the bolt/workpiece geometry, as well as the thermophysical properties of the materials involved. In particular, because different materials provide different resistances to conduction heat transfer and hence to the propagation of the frictional heat generated at the contact surface, we expect the thermal properties of the bolt material relative to those of the workpiece to play a significant role in the evolution of the heat partition factor value.…”
Section: Numerical Resultsmentioning
confidence: 94%
“…l1 l2 [17] where l i is a characteristic length representative of the penetration of the heat into material i (also known as the unsteady thermal penetration depth), A is the contact area, and k i is the thermal conductivity of material i. The penetration depths l i are initially smaller than the material thicknesses in the direction of the conduction heat transfer because each surface initially behaves similarly to a semi-infinite plate whose surface temperature is suddenly increased at a time t = 0 due to frictional heating.…”
Section: Determination Of Initial Bolt Heat Partition Factormentioning
confidence: 99%
“…For this, a heat partition factor suggested in (Kennedy et al, 2006) is introduced to maintain the continuity of temperature field and conservation of heat fluxes between the wheel and rail surfaces. In the present model, a constant heat partition factor ) is taken to be 0.5 assuming frictional heat generated to be equally distributed to the interfacing elements (Zwierczyk and Váradi, 2014).…”
Section: Heat Flux Calculationmentioning
confidence: 99%