Design And Analysis Of Train Wheel And Rail A.Vadivel etal.

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Special issue, March (2016)198-209.

DESIGN AND ANALYSIS OF TRAIN WHEEL AND RAIL

A.VADIVEL1; AMAL VARGHESE2; J.DAVID EDISON RAJA3; SHIBIN PHILIP4

1
Assistant professor, Department of mechanical engineering,
Christian college of engineering and technology, Dindigul, Tamilnadu;
2,3,4
UG Scholar, Department of Mechanical Engineering,
Christian college of engineering and technology , Dindigul, Tamilnadu;
behaviour in contact, fracture, creep, and
ABSTRACT vehicle dynamics vibration. The modelling
Now a day’s effort has been made to tool and a methodology are described in this
optimize Wheel and rail design to improve presented paper. ANSYS software is utilized
the performance and reduce the cost. These with the purpose of simulating the system.
trends have changed the major wheel rim
damage from wear to fatigue. The major KEYWORDS
cause of rolling resistance lies in the
slippage between the wheel and the surface, Railway wheel, fatigue, Hertz contact
which dissipates energy. Factors that theory, rolling resistance , Rail
contribute to rolling resistance are the
deformation of the wheels, and movement
below the surface. In this paper, a detailed 1.INTRODUCTION
overview of the rolling contact problem of In recent years, a higher train speeds
train wheels was given by different failure and increased axle loads have lead to larger
modes have been observed for train wheels wheel/rail contact forces, also efforts have
in rim damage, train suspensions. been made to optimize wheel and rail design
The rolling contact of a wheel on a rail to improve the performance and reduce the
is the basis of many Rail-Wheel related cost. These trends have changed the major
problems including the rail corrugation, wheel rim damage from wear to fatigue.
wear, and plastic deformation, rotating Three different procedures have
interaction fatigue, thermo-elastic-plastic- conventionally been utilized to inspect Rail-
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17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
Design And Analysis Of Train Wheel And Rail
Wheel contacts including Hertz’s analytical
method, Kalker’s programs, and contact and
fasts. The calculation of these stresses
becomes much more complicated in three
dimensional real size geometries. For this
reason, many scientists have simplified the
problem mainly by means of theoretical or
numerical approaches based on the Hertz’s
theory, which can be considered the starting
point of all subsequent researches. Both
static and dynamic contact stresses have
been carefully examined. The contribution
of this research is to establish a widely
known FEM on a 3D Rail-Wheel. This study
focuses on the real conditions of the
problem including exact boundary and
loading conditions, with using real-size
completed model of different components
with precise profiles.
The current recommendations for the
use of rail grades have developed
historically. In recent years railways have
been running new trains with heavier axle
loads, at higher speed with different vehicle
characteristics. This report is a guide to the
selection of current rail grades in order to
improve the system in a sustainable manner.
2. LITERATURE SURVEY
This is one of the portions of the
paper that reviews the previous related
works which are basic guide for the
introduction of the current work. Some of
them may have a direct relation with this
work whereas the others may have indirect
relations. But the main principles they have
used and the major Methodologies and
approaches they precede will be selected
generally and applied for the formulation of
specific model and analysis. In order to
analyze the railway coupled vehicle-track
Proceedings of the “International Conference on Recent Trends in Mechanical and Civil
Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
A.Vadivel etal.,
interaction in the presence of wheel/rail
defects, and numerous studies have been
carried out to date. These studies include
both analytical and experimental analyses of
vehicle-track interactions in the presence of
wheel/rail defects. A vast majority of these
studies are analytical which incorporate one
or two-dimensional vehicle and track
models in order to predict wheel-rail impact
force due the presence of wheel and rail
defects .
A very few studies have been carried
out field measurement of impact loads and
accelerations caused by the wheel and rail
defects. A comprehensive review on
different types of dynamic vehicle and track
models and the sources of the wheel-rail
impact forces has been presented by Knothe
and Grasse. Another comprehensive review
on the effects of wheel defects on vehicle
and track components has been presented by
Barke and Chiu. In order to have accurate
prediction through the analysis, detailed
study of the modeling of vehicle, track and
wheel/rail defects is required. The relevant
reported studies, grouped under relevant
topics, are thus reviewed and discussed in
the following subsections in order to build
essential background and to formulate the
scope of this dissertation research. Generally
there are many journals, conference papers,
proceedings, design works and books related
to the railway engineering, railway vehicle
dynamics and particularly wheel rail
dynamics, contacts, interactions etc. but to
save time and to manage the paper work the
review of literatures mainly considers more
related works to the paper. This intensifies
the deep analysis of the previous related
works and selection of appropriate
conditions, approaches and methodologies
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Design And Analysis Of Train Wheel And Rail
for the successful accomplishment of the
paper.
3.METHODOLOGY
3.1 ROLLING CONTACT FATIGUE
There are two major groups of models
for subsurface fatigue crack analysis under
contact loading.
1. fatigue crack initiation
prediction models based on the
S-N curve
2. The other is the group of
fatigue crack propagation
prediction models based on
fracture mechanics.
FIG 3.1: A WHEEL SET ON
A STRAIGHT TRACK
3.2 FATIGUE CRACK INITIATION
MODEL
Bernasconiet all examined several
multi axial fatigue models by using Hertz
contact theory for the wheel material. Guo
and Barkey used a 2D finite element model
and a multi axial fatigue model developed
by Fatemi and Socie for rolling contact
Proceedings of the “International Conference on Recent Trends in Mechanical and Civil
Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
A.Vadivel etal.,
fatigue analysis. Sraml et al. Use the Hertz
theory to calculate the stress response and
treat the multi axial fatigue problem as a
uniaxial fatigue problem. The principal
stress/strain component in one direction is
used for fatigue analysis, and which uses 3D
finite element analysis but applied the
contact pressure based on Hertz theory. A
developed fatigue life prediction
methodology for the wheel/rail contact
fatigue problem, which uses the Hertz
contact theory for stress calculation and
multi axial fatigue model proposed.
3.3 FATIGUE CRACK
PROPAGATION MODEL
A Glodez and Ren combined a finite
element analysis with applied Hertz contact
pressure and a mixed mode crack growth
model based on strain energy release rate for
the fatigue crack propagation analysis. Cho
and Komvopoulos used a finite element
method based on the stress intensity factor
in mode 2. The Hertzian theory assumes that
the contact area is small compared to the
body dimension and surface curvature. It has
been shown that the Hertz contact theory is
not appropriate when the contact area
between wheel and rail is near the wheel
flange, where the surface curvature is
comfortable methodology to calculate the
complex 3D stress histories of wheel/rail
contact.
A mixed mode crack propagation
model, which can consider the effect of
loading non proportionality, is required for
the crack propagation and fatigue life
prediction for rail road wheels under this
condition. It combines a 3D finite element
analysis for the wheel/rail contact analysis
and a mixed mode crack propagation model
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Design And Analysis Of Train Wheel And Rail A.Vadivel etal.,

previously developed. The model These stresses are result of the

predictions are compared with field
observations of shattered rim failure of
railroad wheels. Parametric studies are
performed using the proposed methodology
for different vertical loadings, wheel
diameters, crack geometries and crack face
frictions.
interaction of rail and wheel at contact path.
These stresses are dependent of material of
rail and dimension of contact path at rail
wheel interface which in turn depends on
rolling radii of contacting bodies.
Tmax = 4.13*V*(Q/r) Kg/mm2

4. RAIL STRESSES Where Q is the Wheel load in kg,

Where r is the radius of wheel in mm,
Stresses in rails are of following types,
Permissible shear stresses on the basis of
RESIDUAL STRESSES: vonmises yield criteria is expressed as,
These stresses result due to rail
manufacturing process on account of Tperm = σ/ Kg/mm2
difference in time of phase transformations
in railhead, web. These are generally tensile The typical values adopted for 70 UTS
in rail head and compressive in web. During and 90 UTS rails on Indian railways are
service the passing wheels causes work as given below….
hardening of rail service layer which
introduces compressive residual stresses in
rail head. Welding also results in residual
stresses.

THERMAL STRESSES:
These stresses are resulted due to
restraining of expansion and contraction in
rail on account of variation in prevailing
temperature.

BENDING STRESSES:
These are the induced stresses on
account of rolling stock. These are
augmented on dynamic effect of the passage
of rolling stock. These stresses are affected
by the configuration of rail and its support
conditions such as track modulus, speed of
operation, and configuration of rolling stock, 5.THEORETICAL DESIGN
dynamic behavior of rolling stock. CALCULATION:
CONTACT STRESSES:

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Design And Analysis Of Train Wheel And Rail A.Vadivel etal.,

Empirical formula for Crr cast iron wheels Vertical load at rail contact
3
on steel rails. =(16.25*10 )/2
Crr is the dimensionless rolling coefficient =81250 N
resistance Vertical load at rail with shock =81250*1.4
=113750 N
Projected area
Where D is the wheel diameter in mm. =130*119 = 15470 mm2
W is the load on the wheel in KN. Projected load
1/2 =113750/15470
Crr = 0.0048(18/943) (100/81)1/4 =
= 7.3529 N/mm2
0.000699
4.4 LATERAL FORCE
4.2 CALCULATION OF
COEFFIECIENT ROLLING
Horizontal lateral load
RESISTANCE
= 50% of Dynamic load
= (0.5*16.25*103*1.4)
F = W. b/ r
= 113750 N
Where
Projected area = πR2
F isthe rolling resistance force
= π*652
R is the wheel radius
=13273.22 mm2
B is coefficient of rolling friction with
Projected load =113750/13273.22
dimension of length,
= 8.5698 N/mm2
There are two types of forces acting on the
axle.
4.5 PERMISSIBLE SHEAR STRESSES
• Vertical force due to the payload.
These Forces are directly transferred
Tperm = σ/ Kg/mm2
to the wheel through the axle. The
Tperm = 70/ = 40.41 kg/mm2
nominal axle load is 16.25 tonnes
and additional 40% is added as shock
4.6 MAXIMUM SHEAR STRESSES
load.
• Lateral force due to track Tmax = 4.13*V*(Q/r) Kg/mm2
irregularities and skidding on the Where V is the Normal train speed in
curves. These loads are applied to miles/hr,
the side of the axle. Where Q is the Wheel load in kg,
Where r is the radius of wheel in mm,
4.3 VERTICAL FORCE
Tmax =4.13*44.44*1000*(376/471.5)
Max axle capacity = 16.25 tonnes = 146.36 Kg/mm2

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Editors: Dr S Rajendran and Dr S Karthikeyan
Design And Analysis Of Train Wheel And Rail
Fig 1: Non-linear material models for the
rail(A) and wheel(B) portions of the
contact region
5.1. SOFTWARE REVIEW
ANSYS:
ANSYS is one of the most widely
used finite element programs. The ANSYS
family of programs covers a wide spectrum
of engineering applications ranging from
linear structural and heat transfer analysis to
fatigue and fracture analysis. The ANSYS
input data structure is in free format and is
simple and easy to use. It has extensive data
checking features. The input data used in
one analysis type can be used for another
analysis type with modifications.
It also includes an extensive element library
with linear and higher order isoparametric
elements. Some elements available are 2-D
and 3-D beam elements, 3-D solid elements,
3-D shell elements, and 3-D laminated
composite shell elements.
In ANSYS the problem is basically divided
into three categories namely,
• Pre-Processing
• Solving
• Post-Processing
Proceedings of the “International Conference on Recent Trends in Mechanical and Civil
Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
A.Vadivel etal.,
5.2 PRE-PROCESSING:
In this stage or process the model
undergoes developing geometry, assigning
physical and material properties, meshing,
describing the loads and boundary
conditions and checking the model.
5.3 SOLVING THE MODEL:
This model can solve problems linear
statics, linear dynamics, conduction, heat
transfer, potential flow, electromagnetic
analysis, fluid dynamics, etc. This also
involves the submission of FE model to the
FE solver.
5.4 POST-PROCESSING:
It is the process for plotting
deflections and stresses comparing results
with failure criteria imposed on the design,
such as maximum allowable deflection,
material static and failure strength. FEA
results in formats geometry, criteria, contour
and others to give insight into whether the
part fails or how to improve the design. It
allows displaying and studying the results of
an analysis which exists in the model as
analysis data sets. This task can generate
displays of deformed geometry, contour
plots, arrow plots, XY and XYZ plots, and
Beam shear and moment diagrams.
5.5 ANALYSIS TYPES:
The following types of analysis can be
performed in ANSYS
• Structural analysis
• Thermal analysis
5.5.1 STRUCTURAL ANALYSIS
 Static
 Modal
 Transient
 Spectrum
 Eigen Buckling
 Harmonic
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Design And Analysis Of Train Wheel And Rail
 Sub-structuring/CMS
5.5.2 THERMAL ANALYSIS
 Steady state
 Sub structuring
 Transient
5.6 SPECIFIC CAPABILITIES OF
ANSYS:
5.6.1 STRUCTURAL ANALYSIS
It is probably the most common
application of the finite element method as it
implies bridges and buildings, naval,
aeronautical, and mechanical structures such
as ship hulls, aircraft bodies, and machine
housings, as well as mechanical components
such as pistons, machine parts, and tools.
5.6.2 STATIC ANALYSIS
It is used to determine properties that depends on temperature.
displacements, stresses, under static loading
conditions. ANSYS can compute both linear
and non linear static analyses. Non
linearity’s can include plasticity, stress
stiffening, and large deflection, large strain ,well as of integral equations. The solution
hyper elasticity, contact surfaces, and creep. approach is based either on eliminating the
5.5.3 Transient Dynamic analysis
It is used to determine the response
of a structure to arbitrarily time varying
loads. All non linearity’s mentioned under
static analysis above are allowed.
5.5.4 Thermal analysis
ANSYS is capable of both steady
state and transient analysis of any solid with
thermal boundary conditions. Steady state
thermal analyses calculate the effects of
steady thermal loads on a system or
component. Users often perform a steady
state analysis before doing a transient
thermal analysis, to help establish initial
conditions. A steady state analysis also can
be the last step of a transient thermal
Proceedings of the “International Conference on Recent Trends in Mechanical and Civil
Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
A.Vadivel etal.,
analysis; performed after all transient effects
have diminished. ANSYS can be used to
determine temperatures, thermal gradients,
heat flow rates, and heat fluxes in an object
that are caused by thermal loads that do not
vary over time.
Such loads include the following:
• Convection
• Radiation
• Heat flow rates
• Heat fluxes
• Heat generation rates
• Constant temperature boundaries
A steady state thermal analysis may be
either linear, with constant material
properties, or non linear, with material
6. FINITE ELEMENT METHOD
The finite element method is a
numerical technique for finding approximate
solutions of partial differential equations as
differential equation completely or rendering
the PDE into an approximating system of
ordinary differential equations, which are
then numerically integrated using standard
techniques such as Euler’s method, etc.
7.1 MODELING AND ANALYSIS
Various steps involved in this project
under ANSYS are as follows:
• Developing a geometric model of
wheel and axle in modeling
• Assembling the model
• Exporting the model into analysis
software
• Developing the mesh for the
geometric model
• Applying the loads and boundary
conditions on the wheel and axle
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Design And Analysis Of Train Wheel And Rail A.Vadivel etal.,

• Applying the temperature and other The wheel is characterized into five parts :
data in the model due to braking
• Solving the model to obtain • Rim
maximum stress region and • Plate
maximum displacement region due • Hub
to mechanical loading • Flange
• Solving the model to obtain • Thread
maximum stress region and
maximum displacement region due
to combined mechanical and thermal
loading.
• Comparing the results.

7.2 CREATION OF MODEL

FIG 7.2: Generalized model for Train
Wheel is a circular device that is
wheel and rail
capable of rotating on its axis, facilitating
The wheels are custom bored as per
movement or transportation while
the wheel seat size to get correct
supporting a load. A wheel together with an
interference fit. The wheel axis was aligned
axle overcomes friction by facilitating
with X-axis, which is the symmetry in the
motion by rolling. In order for wheels to
previous axis symmetric forging simulation.
rotate, a moment needs to be applied to the
During wheel rolling process, the back roll
wheel about its axis, either by way of feeds linearly in the negative direction of Y-
gravity, or by application of another external
axis. Mechanical forces are the major cause
force. More generally the term is also used
for the stress in strain wheels. These forces
for other circular objects that rotate or turn.
are due to weight of the bogie, passengers
and their luggage. The wheel is 1100 mm in
The train wheel is made of steel diameter with a weight of 376 kg. The axle
primarily to reduce rolling friction. The is 2316mm in length and weighs over 339
wheels on the train ride on a tiny contact kg.
path, the contact area between each wheel The wheel and axle are made of R-
and the track is approximately the size of a 19 steel and R-16 steel respectively. These
penny. The role of this ledge is very materials follow Indian Railway Standards
important. It lowers below rails level and (IRS).
prevents the train from leaving the track. It
is the lowest part of the wheel and prevents
the train from leaving the track. It is the
lowest part of the wheel that is moving in
the direction opposite to the trains heading.
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17-19, March, 2016.
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Design And Analysis Of Train Wheel And Rail
FIG7.2.1: The Wheel Hub is connected to
the centre node
7.3 ANALYSIS
Fem is the process of breaking a
complex structure into smaller parts to gain
a better understanding of it. The model is
divided into finite number of elements and
analyzed in order to view the displacement,
stress, and thermal distribution plot etc. The
analysis is done in ANSYS 11 software.
The data required for structural analysis are
as follows...
Young’s modulus = 2.10*10^5
Poisson’s ratio = 0.3
Yield strength = 410 N/mm2
The data required for Thermal analysis are
as follows......
Specific heat = 427.054J/KgK
Thermal conductivity
= 48.6336*10^3J/mmKsec
Convection coefficient
= 22.7128*10^-6 J/mm2Ksec
Initial temperature = 308K
Temperature at the threaded region =425K
7.4 MESHING SPECIFICATION
In order to conduct a finite element analysis
the structure must be idealized into some
form of mesh. Meshing is the application of
finite number of elements to model. The art
Proceedings of the “International Conference on Recent Trends in Mechanical and Civil
Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
A.Vadivel etal.,
of successful application depends on the
type of element selected. For structural
analysis the element type selected is SOLID
187 and for thermal analysis the element
type selected is SOLID 87.
SOLID 187:
Solid 187 is a higher order 3-D, 10 node
element. Solid 187 have quadratic
displacement behavior and are well suited to
modeling irregular meshes. The element is
defined by 10 nodes having three degrees of
freedom at each node in x, y, z directions.
SOLID 87:
Solid 87 is well suited for model irregular
meshes. The element has one degree of
freedom, temperature at each node. The
element is applicable to 3-D, steady state or
transient thermal analysis. Convection or
heat flux and radiation may be input as
surface loads at the element faces.
FIG 7.4: Rail and wheel meshing
7.5 INTERACTIONS
Between the rail and wheel as well
as between the rail and pads, a typical
contact has been defined with 3D, 8-Node
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Design And Analysis Of Train Wheel And Rail A.Vadivel etal.,

surface-to-surface Contact-174 and 3D OF R260 MATERIAL

Target-170 segment elements with standard
behavior. These elements have adaptation,
Capability with SOLID185 elements and
can simulate the influence of friction
between the rail and wheel. Here, the
friction coefficient of 0.2 is chosen for the
FE analysis.

TOTAL DEFORMATION OF R260

MATERIAL

TOTAL DEFORMATION OF
R370CrHT MATERIAL

VON MISES STRESS OF R260

MATERIAL

VONMISES STRESS OF
R370CrHT MATERIAL

EQUIVALENT ELASTIC STRAIN

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Design And Analysis Of Train Wheel And Rail
EQUIVALENT ELASTIC STRAIN OF
R370CrHT
8. RESULTS AND
DISCUSSIONS
The analysis of Von-Miss stress in
the rail and the wheel are performed and the
plastic and elastic strains in Rail-Wheel
contact areas as well as assessment of
contact nodal normal forces are evaluated.
First, it can ensure that the route of the
wheel includes two setting pads completely,
which are important in assessing the nature
of the contact forces fluctuated along the
wheel’s route. Second, this distance is
required for the rolling contact to obtain the
Proceedings of the “International Conference on Recent Trends in Mechanical and Civil
Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan
A.Vadivel etal.,
required quasi-static state. Contact status,
contact penetration, and contact pressure at
the end step are also exhibited .The
maximum amount of contact pressure is
obviously placed in the center of the ellipse.
Contact status demonstrates approximately
elliptical shape of the sliding contact zone
similar to contact penetration shape.
9. CONCLUSION
Finite element analysis (FEA) is
utilized as a tool for contact mechanics
modeling, assessment, and simulation of the
Rail-Wheel contact through improving the
traditional. Most of the conventional
methods and computational approaches are
limited to static solutions without taking into
consideration the complete rolling of the
wheel. Non linear 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. A
numerical example is implemented and
compared with filed observation of failure
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.A multi axial fatigue life prediction 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 but also explicitly depends on the
material properties. The new multi axial
fatigue model is applied to the fatigue
initiation life prediction of Wheel/rail
contact problem.
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Engineering”, Christian College of Engineering and Technology, Oddanchatram, India,
17-19, March, 2016.
Editors: Dr S Rajendran and Dr S Karthikeyan