Documentos de Académico
Documentos de Profesional
Documentos de Cultura
[22.5.20145:50pm]
//blrnas3/cenpro/ApplicationFiles/Journals/SAGE/3B2/PIFJ/Vol00000/140041/APPFile/SG-PIFJ140041.3d
(PIF)
[113]
[PREPRINTER stage]
Original Article
Abstract
This paper describes the phenomenon of thermal conicity (TC) of railway wheels that occurs as the result of excessive
thermal loads generated in the process of braking using brake blocks and then cooling to ambient temperature. The TC
phenomenon is described using a standard BA004 railway wheel and load values derived from the TSI Rolling stock
guidelines. A methodology for determining the thermal loads created during braking is described, as well as the individual
stages of the creation of a model based on the finite element method.
Keywords
Railway wheel, brake block, plastic strain, stresses, thermal phenomena, thermal conicity of railway wheels, thermal
conicity
Date received: 11 November 2013; accepted: 1 April 2014
Introduction
In recent years, research institutes and development
centres associated with railway operators have conducted research aimed at determining the mechanical
and thermal loadings on various parts of a trains
wheel/ brake-block subsystem.1,2 These studies have
often been aimed at determining the boundary levels
of the loads, so that they could be considered at the
design stage of railway vehicles and their components
to ensure that they were operated within a safe loading range. A thorough understanding of the phenomena occurring during braking has a major impact on
safety levels and optimisation of a design, as well as
the utilisation of components of the wheel/ brakeblock subsystem.
Despite the many eorts made by those responsible
for the design, production and maintenance of components, vehicles and railway infrastructure, it is still
possible to encounter cases where an engine driver
continues to drive a train at normal line speed without
knowing that the brake system on a wagon has failed.
Such cases impose extreme thermal loads on wheels
and brake blocks, and this often results in an accident.3 Train wheels are also exposed to extreme thermal loads during normal usage. One example is the
descent of the St Gothard pass, which necessitates
continuous braking for over 30 min at an average
speed of 60 km/h. Such load conditions, even though
not very often met on other railways, constitute the
basis for the verication of railway wheels and brake
(PIF)
[113]
[PREPRINTER stage]
(PIF)
[113]
[PREPRINTER stage]
In the course of the analysis, the wheel was subjected to an even ow of heat around its entire
circumference at the width of a brake block
(PIF)
[113]
[PREPRINTER stage]
Ak P
208, 208 W=m2
S
Figure 3. Model of the 854 mm diameter BA004 railway wheel used in the coupled mechanical/ thermal analysis.
(PIF)
[113]
[PREPRINTER stage]
1.13 mm when braking. The largest value of the conicity of 2.07 mm was reached approximately 8 min
after braking. After cooling to a temperature close
to ambient, the relative radial deformation reached
a level of 1.7 mm. At time t4, plastic deformation
takes place in the area of the wheel rim that turns
into the wheel disc, which was caused by the turn
of the wheel rim during the cooling down process as
previously described. It should be emphasised that the
temperature in this part of the wheel is signicantly
higher than in the part closer to the axle, leading to
the limiting of the durability of the wheel material
(ER7 steel). This phenomenon was reected in the
ANSYS analysis software by applying a bilinear characteristic to the material as a function of temperature
(Figure 5). Additionally, during the further cooling of
the wheel at time t5 (Figure 4(e)), thermal shrinkage
of the wheel rim occurs resulting in plastic deformation that leads to further distortion of the wheel disc;
however, in this area the temperature is close to ambient temperature. Further cooling to ambient temperature (at time t6, 2700 s after the completion of braking
(Figure 4(f)),) leads to the xing of the TC phenomenon and the creation of two zones in the wheel disc
that display high values of residual stress
(Figure 4(g)). In the examined wheel, the maximum
permitted stress values were also exceeded in the area
where the wheel is in contact with the brake block.
This phenomenon is described in detail in another
paper.17 As already mentioned, after the wheel had
completely returned to ambient temperature, a
radial deformation occurred TC uzw 1696 mm
(in the radial direction causing a reduction in the
wheel diameter at this location of 3.4 mm).
The diagrams in Figure 5 presents the distribution
of reduced stress on the wheels cross-section at the
time of 2700 s (end of braking: Figure 5(a)) and at
the time of 5400 s (end of cooling: Figure 5(b)). They
show that the distribution of braking stress is substantially dierent during cooling. During braking
and immediately afterwards, the maximum stress
levels occur on the internal and external sides of
the wheel disc at points C and E (Figure 5). Figure
5(c) shows that the material becomes plastic at
points C and E after 300 s of braking (this occurs
at a much earlier time at points A, B and D). It
should be noted that the temperature at these
points was much lower than at the points A, F, B
and D (Figure 5(d)), which in turn has a direct inuence on the durability of the material (Figure 5(e)).
High values of reduced HMH stress were also
detected near the passing area of the disc to the
wheel hub (on its internal side). These stress levels
are caused by the relatively large thermal deformations of the wheel rim (at point F at the time
2700 s radial deformation uz 2.889 mm and axial
deformation uy 2.609 mm), which in turn results
in the stretching of the wheel disc and plastic
deformation at points C, E and G.
(PIF)
[113]
[PREPRINTER stage]
Figure 4. Development stages of thermal conicity of railway wheels subject to long-term thermal loads representing a brake failure
at a speed of 60 km/h and a stopping time 2700 s (load as on bench testing4).
(PIF)
[113]
[PREPRINTER stage]
Figure 6. Deformation in radial direction of point A as compared to point F (TC 1.696 mm).
(PIF)
[113]
[PREPRINTER stage]
permanent character and causes a change in the interplay between the wheel and the track, and most
importantly an increase in the residual stress level of
the wheel disc. On the next occasion that braking
results in thermal loads exceeding the critical value
the residual stress level of the wheel at point D will
grow. Figure 8 presents a diagram of the stress distribution on the wheels cross-section in the next stages
of the simulation of braking and cooling of the wheel.
The stress distributions due to the action of braking
are presented as a lm that has been uploaded onto
the internet18; this approach facilitates the
Figure 7. Changes in the radial and axial deformations at points A and F of the train wheel during braking and cooling down.
Figure 8. Distribution of reduced HMH stress levels in the train wheel in the consequent stages of braking (from 0 to 2700 s) and
cooling (from 2700 to 5400 s).
(PIF)
[113]
[PREPRINTER stage]
Figure 10. Distribution of the stress in the yz-plane (deformation magnified 10-fold).
(PIF)
[113]
[PREPRINTER stage]
10
Figure 11. Distribution of HMH stresses in the railway wheel at time 6000 s, i.e. after the long-term braking (2700 s) and cooling
until 6000 s).
(PIF)
[113]
[PREPRINTER stage]
11
4.
5.
6.
7.
Figure 12. Maximum dimension changes in the radial direction after braking and cooling (uz-direction).
Figure 13. Distribution of plastic deformations based on the HMH hypothesis; calculated on the assumption of the crossing of the
plasticity boundary by reduced stresses.
(PIF)
[113]
[PREPRINTER stage]
12
Figure 14. Distribution of plastic deformations (ANSYS - equivalent plastics strain) calculated as exceeding the plasticity limit in any
chosen direction.
References
1. Lundmark J, Kassfeldt E, Hardell J and Prakash B. The
influence of initial surface topography on tribological
performance of the wheel/rail interface during rolling/
sliding conditions. Proc IMechE, Part F: J Rail Rapid
Transit 2009; 223(2): 181187.
2. Sitarz
M
and
Manka
A.
Badania
aerodynamiczne lokomotyw a termodynamika ukladu
(PIF)
[113]
[PREPRINTER stage]
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13