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J. Inst. Eng. India Ser. C
DOI 10.1007/s40032-014-0145-x
ORIGINAL CONTRIBUTION
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J. Inst. Eng. India Ser. C
The scientists have [8] attempted to solve Hertzian contact The calculation of the contact areas requires knowledge
for small radius of curvature using analytical as well as of some geometric constants used in the above formulation.
finite element modeling to observe the variation of maxi- With respect to wheelrail configuration, the following
mum contact stress in rail with respect to the change in rail curvature combinations are related as:
radius of curvature. With the passage of time, contacting
1 1 1 1 1
profiles of wheel and rail undergoes wear. It involves both AB 4
2 R11 R12 R22 R21
plastic deformation and abrasion of surfaces. This paper "
makes use of a full approach to the subject, starting with an 1 1 1 2 1 1 2
analytical approach of the wheel and rail contact based on BA
2 R11 R12 R22 R21
Hertz theory of contact. Then finite element analysis is 1=2 5
carried out with a refinement of the mesh in the contact 1 1 1 1
2 cos 2w
zone to study the effect of variation of wheel rail profile R11 R12 R22 R21
parameters on the contact dimension, contact stress and where A and B are positive constants. R11, R12, R21 and R22
contact pressure. Stress analysis is performed and fatigue are defined as the principal relative radii of curvature,
damage in railroad is evaluated numerically using multi- represented pictorially in Fig. 2, where R11 is the rolling
axial fatigue crack initiation model. radius of curvature of the wheel, R12 is the radius of the
wheel profile, which goes to infinity for a conical wheel,
R21 is the radius of the runway which is infinity in this case
Mathematical Model for WheelRail Contact and R22 is the radius of curvature of the rail in the plane of
cross section. a
Theoretical basis for steady state wheelrail rolling contact The ellipticity parameter
A b is related to geometrical
conditions are contained within assumptions of Hertzian parameter B by means of the coefficients m and n.
Contact Theory, named after German scientist Heinrich From the notation, cos h B A
Hertz, who developed it in 1882. Theory of elastic defor- AB the values of m and n for
various values of h are calculated using the tables [11]. By
mation is used to calculate contact geometry and contact means of the best curve fitting method shown in Figs. 3 and
stresses. According to the researchers [9], if two elastic 4, the intermediate values are calculated using regression
nonconforming bodies are pressed together, then the con- given by:
tact area assumes elliptical shape with a semi major axis a
and a semi minor axis b. The distribution of the contact n 3E 05h2 0:0045h 0:334 6
pressure in this elliptical area as shown in Fig. 1 represents m 62:19h 0:914
7
a semi-ellipsoid, expressed as:
s
The principal stresses at the centre of the surface of
x2 y2 contact are calculated as [12]:
P Po 1 2 2 1
a b b
r1 2lP0 1 2lP0 8
The semi axes of the elliptic boundary of the surface of ab
contact a, b are given by [10]: a
r2 2lP0 1 2lP0 9
ab
3p PK1 K2 1=3
am 2 r3 P0 10
4 A B
3p PK1 K2 1=3
bn 3
4 A B
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J. Inst. Eng. India Ser. C
Hertz coefficient, n
contact in the region of radii 300 is considered. With the
0.75 passage of time, abrasion of surfaces as well as plastic
deformation may lead to change in the profile radii. To study
0.5 their effect, six different profile radii are considered, i.e.,
principal radius of curvature is varied from 280 to 330 mm.
0.25 Wheel profile as per Indian Railway standard is con-
20 40 60 80 100
sidered [13]. The transverse wheel profile consists of a
sequence of circular arcs with three different radii, i.e.,
Fig. 3 Graph between Hertz coefficient,n against h 330, 100, 13 mm and a linear section with a taper of 1 in 20
as shown in Fig. 6. For the current analysis, the variation in
Hertz coefficient, m
Contacting Profiles
The UIC60 is the most common rail used in India. Its trans-
verse head profile consists of a sequence of circular arcs with
three different radii of 300, 80, and 13 mm as shown in Fig. 5.
The sections of the profile on the 300, 80, and 13 mm radii are
referred to as the rail crown, rail shoulder and gauge corner,
respectively. Due to the transverse movement of the wheel, Fig. 7 Geometric model of the wheelrail assembly
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Table 2 Effect of variation of wheel profile radii on contact dimension, contact pressure and von Mises stress, based on analytical and FEM
solutions
R12 Analytical FEM Analytical FEM Analytical FEM
a, mm b, mm a, mm b, mm Po, MPa Po, MPa r, MPa r, MPa
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Table 3 Effect of variation of rail profile radii on contact dimension, contact pressure and von Mises stress, based on analytical and FEM
solutions
Analytical FEM Analytical FEM Analytical FEM
R22 a, mm b, mm a, mm b, mm Po, MPa Po, MPa r, MPa r, MPa
Table 4 Effect of variation of wheel profile taper on contact dimension, contact pressure and von Mises stress, based on analytical and FEM
solutions
Analytical FEM Analytical FEM Analytical FEM
WPT a, mm b, mm a, mm b, mm Po, MPa Po, MPa r, MPa r, MPa
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200
150
Load, kN
100
50
0
0 0.1 0.2 0.3 0.4 0.5
Fatigue damage parameter
200
150
Load, kN
50
0
0.0E+00 1.0E+07 2.0E+07
Fatigue Life, cycles
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J. Inst. Eng. India Ser. C
5 ton (49.05 kN), 7.5 ton (73.575 kN), 10 ton (98.1 kN), Acknowledgments This paper is a revised and expanded version of
12.5 ton (122.625 kN), and 15 ton (147.15 kN) are stud- an article entitled, Contact Stress Analysis in Wheel-Rail by
Hertzian Method and Finite Element Method presented in
ied. Using finite element analysis, stress state at every point National Conference on Recent Advancements in Mechanical
is obtained. The point of maximum von Mises stress is Engineering held at North East Regional Institute of Science and
considered as the critical location for fatigue crack initia- Technology, Arunachal Pradesh, India during November 89, 2013.
tion. Fatigue parameter and number of cycles to failure for
different loading conditions are calculated using the
equations given in this paper. As expected, the fatigue References
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