Design & Analysis of Rail Wheel Failure

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 04 Issue: 12 | Dec-2017 www.irjet.net p-ISSN: 2395-0072
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 36
DESIGN & ANALYSIS OF RAILWHEEL FAILURE
A V ANIL KUMAR1, K.SREENIVAS2
1M.Tech Student, Department of Mechanical Engineering, Krishna Chitanya Institute of Technology & Sciences,
Markapur.
2Sr. Professor, Department of Mechanical Engineering, Krishna Chitanya Institute of Technology & Sciences,
Markapur.
---------------------------------------------------------------------***---------------------------------------------------------------------
Abstract- Rail wheel is the major part which helps move a
train at high speeds and increased axle loads at wheel contact
forces. These leads to major rim damage from wear tofatigue.
This process of wear, fatigue causes fractures in wheels or
tread surface material.
These are the major causes for damage to the rail suspensions
and derailment of the rail. The current study focuses on sub-
surface propagation analysis which is based on the critical
plane approach. Firstly, we design a geometric model of a rail
wheel in AUTOCAD software.
It is made of steel R-16 and R-19 steel and tested by applied
loads and boundary conditions on wheel &Axle by using the
ANSYS 16.0.Now solving the model to obtain mechanical
loading and thermal loading
1. INTRODUCTION:
In recent years, higher train speeds and increased
axle loads have led to larger wheel/rail contact forces. Also,
efforts have been made to optimize wheel and rail design to
improve the performance and reduce the cost. These trends
have changed the major wheel rim damage from wear to
fatigue. Unlike the slow deterioration process of wear,
fatigue causes abrupt fractures in wheels or the tread
surface material loss.
These failures may causedamagetorails,damageto
train suspensions and, in some cases, serious derailment of
the train. The fatigue problem of railroad wheels is often
referred to as rolling contact fatigue, which is caused by
repeated contact stress during the rolling motion. Similar
fatigue problems also exist in other mechanical components
experiencing rolling contact loading, such as gears and
bearings.
A detailedoverviewofthe rollingcontactproblemof
railroad wheels were given by Different failure modes have
been observed for railroad wheels, such as shattered rim,
vertical split rim and thermal cracking. Shattered rim
failures are the result of large subsurface cracks that
propagate roughly parallel to the wheel tread surface.
Thermal cracking usually breaks off a piece of the wheel
tread, while shattered rim can destroy the wheel’s integrity
and thus is more dangerous. The current study focuses on
the subsurface crack propagation (shattered rim) analysis.
Most of the existing rolling contact fatigue models
use a simplified stress calculation technique, such as Hertz
analytical solution or simplified finite element analysis with
applied Hertz contact pressure. Due to the complex
geometry of the wheel/rail contact area, it is more
appropriate to use a 3D finite element method to calculate
stress response in the mechanical components.
2. LITERATURE REVIEW:
As per Tournay HM, Mulder JM.Thetransitionfrom
the wear to the stress regime wear. The influence of wheel
and rail profile shape features on the initiation of rolling
contact fatigue (RCF)cracksisevaluatedbasedontheresults
of multi-body vehicle dynamics simulations. The damage
index and surface fatigue index are used as two damage
parameters to assess the influence of the different features.
The damage parameters showed good agreement to one
another and to in-field observations. The wheel and rail
profile shape features showed a correlation to the predicted
RCF damage. The RCF damage proved tobemostsensitive to
the position of hollow wear and thus bogie tracking. RCF
initiation and crack growth can be reduced by eliminating
unwanted shape features through maintenance and design
and by improving bogie tracking.
As per Stone DH, Majumder G, Bowaj VS. This report details
studies conducted byTransportationTechnologyCenter, Inc.
(TTCI), a subsidiary of theAssociationofAmericanRailroads
(AAR), to determine the causes and behavior of shattered
rim defects in wheels. Shattered rim defects are the result of
large fatigue cracks that propagate roughly parallel to the
wheel tread surface. They form and grow 1/2 to 3/4 inch
(12–20 mm) below the tread surface. Once a shattered rim
crack is formed it will grow under normal rolling loads.
Therefore, the prevention of shattered rims is best
accomplished by preventing crack initiation. Shattered rims
tend to occur in either relatively new wheels or those that
are near their condemning limit. Recent changes have been
made to ultrasonictestrequirementsinAARSpecification M-
107/208, “Wheels, Carbon Steel,” to reduce the acceptable
size of discontinuities. This will help reduce the occurrence
of some shattered rims, but will not preventtheformationof

all of them. Ultrasonic testing of returned wheels would be
effective in reducing the incidence of shattered rims in
wheels with thinner rims.
3. GEOMETRIC REPRESENTATION:
3.1 GEOMETRY:
Wheel is a circular device that is capable of rotating on its
axis, facilitating movement or transportation whilst
supporting a load (mass). Common examples are found in
transport applications. A wheel, together with an axle
overcomes friction by facilitating motion by rolling. In order
for wheels to rotate, a moment needs to be applied to the
wheel about its axis, either by way of gravity, or by
application of another external force. More generally the
term is also used for other circular objects that rotate or
turn.
The train wheel is made of steel primarily to reduce rolling
friction. The wheels on the train ride on a tiny contact patch,
the contact area between each wheel and the track is
approximately the size of a penny. The train'swheelsarenot
just disks, there is a special ledge on each of them. The role
of this ledge is very important; it lowers below rail's level
and prevents the train from leaving the track. It is thelowest
part of the wheel that is moving in the direction opposite to
the train's heading.
Figure 3.1: Composition of Wheel.
4. SOFTWARE OVERVIEW:
4.1 SOLIDWORKS:
Solid Works is a 3D mechanical CAD (computer-
aided design) program that runs on Microsoft Windows and
was developed by a subsidiary of Dassault Systemes Solid
Works corp.. Solid Works is currently used by over 3/4
million engineers and designers at more than 80,000
companies worldwide.
Solid Works is a Parasolid-basedsolidmodeler,andutilizesa
parametric feature-based approach to create models and
assemblies.
Parameters refer to constraints whose values determinethe
shape or geometry of themodel orassembly.Parameterscan
be either numeric parameters, such as line lengths or circle
diameters, or geometric parameters, such as tangent,
parallel, concentric, horizontal or vertical, etc. Numeric
parameters can be associated with each other through the
use of relations, which allow them to capture design intent.
Design intent is how the creator of the part wants it to
respond to changes and updates. For example, you would
want the hole at the top of a beverage can to stay at the top
surface, regardless of the height or size of the can. Solid
Works allows you to specify that the hole is a feature on the
top surface, and will then honoryourdesignintentnomatter
what the height you later gave to the can. Features refer to
the building blocks of the part.
They are the shapes and operations that construct the part.
Shape-based features typically begin with a 2D or 3D sketch
of shapes such as bosses, holes, slots, etc. This shape is then
extruded or cut to add or remove material from the part.
Operation-based features are not sketch-based, and include
features such fillets, chamfers, shells, applying draft to the
faces of a part, etc.
Building a model in Solid Works usually starts with a 2D
sketch (although 3D sketches are available forpowerusers).
The sketch consists of geometry such as points, lines, arcs,
conics (except the hyperbola), and splines. Dimensions are
added to the sketch to define the size and location of the
geometry. Relations are used to define attributes such as
tangency, parallelism, perpendicularity, and concentricity.
The parametric nature of Solid Works means that the
dimensions and relations drive the geometry, not the other
way around. The dimensions in the sketch can be controlled
independently, or by relationships to other parameters
inside or outside of the sketch.
5. MODELING AND ANALYSIS:
5.1 MODELING:-
The Wheel and Axle is modeled in modeling software
like the Solid Works in order to study the stress distribution
and temperature distribution in the wheel. The wheel is
integrated into five parts namely Rim, Plate,Hub,Flange and
Thread. The train wheel has got a very special place in
today’s world because it is the only thingwhichrunsonrails.
And both rail and wheel are made up of the same material.
A Wheelset is the Wheel-Rail assembly of a railroadcar.
The frame assembly beneath each end of a car or locomotive

that holds the Wheelset is called the bogie. The Wheelset is
classified into
 Wheel
 Rail
Most wheels have a conical shape of ratio about 1 in 20. The
conical shape has the effect of steering the Wheelset around
curves, so that the flanges come into play only some of the
time. The rails generally slant in at the same rate as the
wheel conicity. As the wheels approach a curve, they will
tend to follow a straighter path. This causes the Wheelset to
shift sideways on the track so that the effective diameter of
the outer wheels is greater than that of the inner ones. Since
the wheels are joined rigidly by the axle, the outer wheels
will travel further, causing the train to naturally follow the
curve.
The wheel is 943 mm in diameter with a weight of 376 kg.
The Axle is 2316 mm in length and weighs over 339 kg. The
Wheel and Axle is modeled based on the dimensions
provided by the Integral coach factory.
.
Figure 5.1: Wheel – Isometric View.
Figure 5.2: Wheel – Di-metric View.
Figure5.3: Wheel –Cut Sectional View.
5.3 MESHING SPECIFICATION:
In order to conduct a finite element analysis, the structure
must be idealized into some form of mesh. Meshing is a
procedure of applying the finite number of elements to
model. The art of successful application of this technique
depends on the type of element selected. Ansys offers wide
range of elements for various types of models. For e.g.: if
there is a solid model, there are various types of solid
elements such as SOLID 187, SOLID 95 etc.Similarlyforshell
model, there are various types of SHELL elements such as
SHELL 93, SHELL 281 etc. Therefore in setting up a mesh
the user should attempt to keep these elements in mind and
keep the elements near to the basic parent element shape as
far as possible.
For Structural Analysis the element type selected is
SOLID187 and for Thermal Analysis the element type
selected is SOLID 87.
A variety of specializations under the umbrella of the
mechanical engineering discipline (such as aeronautical,
biomechanical, and automotive industries) commonly use
integrated FEM in design and developmentoftheirproducts.
Several modern FEM packages include specific components
such as thermal, electromagnetic, fluid, and structural
working environments. Ina structural simulation,FEMhelps
tremendously in producing stiffness and strength
visualizations and also in minimizing weight, materials, and
costs.

Figure 5.4: Meshed wheel from geometry
6. CALCULATION:
6.1 CALCULATION OF FORCES:
There are two types of ForcesactingontheAxle.Vertical
Force due to the payload. These Forces are directly
transferred to the Wheel through the Axle. The nominal Axle
Load is 16.25 tones and additional 40% is added as Shock
Load.
Lateral Force due to track irregularities and skidding on
curves. These loads are applied to the side of the Axle.
VERTICAL FORCE:
Max. Axle capacity = 16.25 tones.
Vertical Load at Rail Contact = [16.25 X 103] / 2 = 8125 kg
= 81250 N.
Vertical Load at Rail with Shock = 81250 X 1.4 = 113750 N.
Projected Area = 130 X 119 = 15470 mm2.
Projected Load= 113750 / 15470 = 7.3529 N / mm2.
LATERAL FORCE:
Horizontal Lateral Load = 50% of Dynamic Load.
11375 kg = 113750 N.
Projected Area = πR2 = π X 652 = 13273.22 mm2.
Projected Load = 113750 / 13273.22 = 8.5698 N / mm2.
6.2 LOADING TYPES:
Constant amplitude, proportional loading is of constant
amplitude because only one set of FE stress results along
with a loading ratio is required to calculate the alternating
and mean values.
6.3 STRUCTURAL ANALYSIS:
The loads and boundary conditions are applied to
the model and the model is solved for results. It is foundthat
the Maximum Displacement due to mechanical loading is
0.0769 mm and the Von Mises Stress is 1330 N/mm2.
Figure 6.1: Equivalent Stress
Figure 6.2: Total Deformation
Figure 6.3:Total Deformation

Figure 6.4:Pressure
Figure 6.5: Life and Safety Factor
7. CONCLUSION
A multi axial fatigue life prediction model is
developed in this paper, which is based on the critical plane
approach. Unlike most of the previous critical plane-based
models, the current critical plane not only depends on the
stress state but also explicitly depends on the material
properties. The new multiaxial fatigue model is applied to
the fatigue initiation life prediction of wheel/rail contact
problem. Nonlinear finite element analysis is used for stress
computation and a sub-modeling technique is used to
improve the efficiency and accuracy. The stress history is
then used to calculate the fatigue life.Anumerical exampleis
implemented and compared with field observationoffailure
pattern. The effect of several parameters, namely wheel
diameter, vertical loads, material hardness, fatigue strength
and material ductility, on the fatigue damage in railroad
wheels is studied using the proposed model.
8. REFERENCES
[1] Tournay HM, Mulder JM. The transition from the wear to
the stress regime. Wear 1996; 191:107–12.
[2] Johnson KL. The strength ofsurfacesinrollingcontact. In:
Proc Inst Mech Eng (IMechE) 1989; 203:151–63.
[3] Ekberg A, Kabo E. Fatigue of railway wheels and rails
under rolling contact and thermal loading—an overview on
wear 2005;258:1288–300.
[4] Liu Y, Stratman B, Mahadevan S. Fatigue crack initiation
life prediction of railroad wheels. Int J Fatigue 2006;
28(7):747–56.
[5] Stone DH, Majumder G, Bowaj VS. Shattered rim wheel
defects and the effect of lateral loads and brake heating on
their growth. In: ASMEinternational mechanical engineering
congress and exposition. New Orleans, Louisiana, 1–4
November 2002.

Design & Analysis of Rail Wheel Failure

More Related Content

What's hot

Similar to Design & Analysis of Rail Wheel Failure

More from IRJET Journal

Recently uploaded

Design & Analysis of Rail Wheel Failure