ANALYSIS OF RAIL-WHEEL-BRAKE CONTACT

SYSTEM
DE ZG628T: Dissertation

by

Pirikiti Brahmam

2019HT30059

Dissertation work carried out at

Cyient, Pune

BIRLA INSTITUTE OF TECHNOLOGY & SCIENCE

PILANI (RAJASTHAN)

March, 2021
ANALYSIS OF RAIL-WHEEL-BRAKE CONTACT
SYSTEM

BITS ZG628T: Dissertation

by

Pirikiti Brahmam

201HT30059

Dissertation work carried out at

Cyient, Pune

Submitted in partial fulfillment of M.Tech in Design Engineering

Under the Supervision of

Venkata Ravi Kiran Meesala

BIRLA INSTITUTE OF TECHNOLOGY & SCIENCE

PILANI (RAJASTHAN)

March, 2021
CERTIFICATE

This is to certify that the Dissertation entitled ANALYSIS OF RAIL-WHEEL-BRAKE

CONTACT SYSTEM and submitted by Pirikiti Brahmam having ID-No. 2019HT30059 for

the partial fulfillment of the requirements of M.Tech. in Design Engineering degree of BITS,

embodies the bonafide work done by him under my supervision.

Signature of the Supervisor

Place: Pune Venkata Ravi Kiran Meesala

Senior engineer Electroneumatics, Pune

Date: 30-01-2021 Name, Designation & Organization &Location

 BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE
PILANI (RAJASTHAN)
WILP Division

Organization: Cyient Location: Pune

Duration: 3 Months Date of Start: 21 Jan 2021

Date of Submission: 30 APR 2021

Title of the Project: ANALYSIS OF RAIL-WHEEL-BRAKE CONTACT SYSTEM

ID No. /Name of the student: 2019HT30059 / Pirikiti Brahmam

Name and Designation of Supervisor: Venkata Ravi Kiran Meesala (Senior engineer)

Name and Designation and Additional Examiner: V.Sharath Chandra (Team lead)

Name of the Faculty mentor: Prof. Glynn John, Assistant Professor

Project Areas: FEA, Rail wheel brake system

 ABSTRACT
Heat formation by friction at the contact interface between rail-wheel-brake is a general
problem in railway transport system. The frictional heat/thermal load modifies the existing
contact stress field and promotes damage evolution mechanisms to both wheel and rail. Rail-
wheel contact embodies stick-slip region. The micro slippages happens at the back end of the
contact zone is popularly termed as creepage. Owing to this creepage, a rise in temperature
occurs during normal running conditions. When the traction or braking forces is more than the
available adhesion, gross slippage happens which causes heat at the wheel-rail contact zone.
These will causes thermal softening, material plastic flow and may generates thermal cracks.
For extreme case of wheel slipping the temperatures generated may be high enough to cause
metallurgical transformation of the wheel or rail material.
This thesis primarily focus on estimation of temperature rise due to frictional heat for six
different slip rates on the rail and its influence on residual stress and strain is also explained.
Three dimensional finite element model will solve using a commercial package Ansys, to
obtain the temperature field in the rail material. Numerical model is simulated by multiple
translations of the moving heat source across the rail surface.

Signature of Student Signature of Supervisor

Date: - 30-04-2021 Date:-30-04-2021

Thank You
Team EVM
BITS Pilani WILP
 Acknowledgements

I would like to express my sincere appreciation to Venkata Ravi Kiran Meesala and V.Sharath
Chandra for technical guidance and great interest during the research period. In this period, I
could overcome all of difficulties with their great advice and continuous interest. In addition, I
also would like to thank all of my friends, especially shiva shyam karumanchi for your interest
in my research. Finally, I really thank my family for their support.
Table of Contents
ABSTRACT ............................................................................................................................... 5
Acknowledgements .................................................................................................................... 1
CHAPTER-1: INTRODUCTION .............................................................................................. 3
CHAPTER-2: LITERATURE REVIEW ................................................................................... 3
2.1 Wheel-Rail Interface ........................................................................................................ 3
2.2 Heat generation at the wheel-rail contact......................................................................... 6
2.3 Thermal Defects on Rail .................................................................................................. 7
CHAPTER-3: ............................................................................................................................. 9
METHODOLOGY .................................................................................................................... 9
3.1 Model of wheel-rail contact ........................................................................................... 10
3.2 Simulation Cases............................................................................................................ 11
3.3 Material Properties ......................................................................................................... 13
3.4 Finite Element Model .................................................................................................... 14
CHAPTER-4 ............................................................................................................................ 15
RESULTS DISCUSSIONS ..................................................................................................... 15
4.1 Model validation ............................................................................................................ 15
4.2 Temperature on the rail .................................................................................................. 16
4.3 Thermal stress and strain ........................................................................................... 21
4.3.1 Effective Thermal Plastic strain ..................................................................... 21
4.3.2 Residual von Mises stress ................................................................................ 22
CHAPTER-5: ........................................................................................................................... 25
CONCLUSIONS...................................................................................................................... 25
LIST OF TABLES ................................................................... Error! Bookmark not defined.
REFERENCES ........................................................................................................................ 26
 CHAPTER-1: INTRODUCTION
Considering a different criteria such as volume, speed and environment, railway
is a critical for transportation. It has a significant role in reducing traffic blockage in heavily
crowded regions. Technology development created the high speed transportation systems
which requires the high safety standards at the time of wheel breaking process sliding happens
at the wheel rail contact region unsuitable adhesive condition. Although macroscopic slipping
speed is controlled. Consequently, considerable heat is generated and enters the friction partner
components in the case of a rolling–sliding contact process, which causes rail burns and wheel
flats, unfavorable material phase transformations and thermal cracks. This requires a more
precise control, as thermal failures still can be noticed on rails. To overcome these problems it
is required to study the behavior of rail material under various thermal load conditions. Various
slip rates are considered in this project to investigate the effect of increase in temperature, stress
and strain due to thermal loads at the rail-wheel contact .

CHAPTER-2: LITERATURE REVIEW

The theories and different procedure to analyze the interface between the wheel and the rail are
reviewed. An introduction on thermal phenomena generated by wheel-rail contact and thermal
damages on rail are presented.
2.1 Wheel-Rail Interface
When the wheel moves on the rail the contact zone happens, depend on the property of the
track (straight track or curved track) and the status of the wheel-rail profiles (new or worn
profiles). The contact situation can be any types performed in Figure 2.1:
Single -point contact: This happens when wheel moves on straight track in this scenario wheel
tread will be in contact through single point with rail.
Double-point contact: This scenario happens when the wheel has a lateral displacement on the
rail

Figure 2.1.1 possible contact situations between the wheel and the rail
(a) Single point contact (b) Double point contact
The contact areas either on the rail head or rail gauge are just a small patch compared to the
rest of the bodies; and the high contact pressure is produced as a result of transferring the large
force to a tiny patch. The stresses produced in the contact patch include normal stresses and
two components of tangential stresses. In order to investigate the responses of contact patch,
the very common is the well-known Hertz theory [3].
Based on this theory, when two elastic independent entities are pressed together then the
contact zone takes elliptical shape. The contact pressure in this elliptical area represents a semi-
ellipsoid, expressed as:
 Where A, B are constants.

Figure 2.1.2

The most important assumptions in Hertz’s theory are [4]:

 The two contact bodies are linear elastic materials.
 The elastic displacement and the stresses become unnoticeable far from the contact
zone.
 The radii of the bodies at the contact must be larger than the contact size.
 The surfaces are smooth.
 The contact surface is elliptical and the contact pressure is semi ellipsoid.
Rail and wheel deform when contact happen as booth are elastic bodies, contacting area may
come under slip as well as stick at the time of normal movement the contact zone comes under
sticking ,while traction the path will come under stick as well as slip zones as it increases stick
region will decrease and
 Figure 2.1.3

The appearance of micro slip generates tangential forces. Tangential forces can be determined
analytically and numerically. Two dimensional model to calculate tangential forces is first
calculated by Carter [6].
Haines and Ollerton [7]developed the strip method (3D) to model in elliptical contacts.
Vermeulen and Johnson [8] developed a 3D model to contact over an elliptical region.

2.2 Heat generation at the wheel-rail contact

Generation of heat at the rail-wheel interface is due to the friction. As it is discussed previously
that rail wheel contact zone can be split into slip and stick region. When the traction forces
goes beyond the adhesion, wheel slipping happens which causes the heat generation at contact
region, these increase in temperature leads to wheel and rail wear, and in the worst case of
slipping the temperatures produced may cause metallurgical changes of the wheel or rail
material at contact zone.
As it is tough to calibrate the temperatures under actual railway operating environment,
theoretical methods to measure temperature for different wheel loads, vehicle speed and slip
speed are required. Experimental methods such as pin-on-disc testing [11],[12] twin-disc
experiment [13], brake block on wheel tread[14] , or electrically-heated railway wheel set [15]
are utilized for measuring contact temperatures
2.3 Thermal Defects on Rail
Thermal defects are connected with a combination of thermal and traction, creep, slippage
effects that happens at the rail wheel contact region, and due to different types of working
condition these are of two types
Rail burns:
These defects happens on the rail surfaces and forms in pairs the two rails. These defects
formed due to continuous slipping of traction wheels on the rails, which happens when the
longitudinal creepage between rail and wheel reaches saturation. Slippage will raise the rail
surface temperature to higher levels above the state transformation of steel material .the
following fast Colling causes the phase transformation of the material in some cases
extended 4 to 6 mm depth from rail top surface.

Figure 2.3.1: Rail Burn at higher slip rates

Squat defects
Defects that happen on rail near-surface of rail head in shallow curves and tangent tracks, this
happen as distant defects. Each squat defect contains two subsurface cracks, one is leading one
that grow in the direction of train travel, and second one is trailing one that grow in the opposite
direction. The leading crack is many times bigger than the trailing crack and having primary
crack with a number of secondary or minor cracks branching off that crack, these defects that
generally forms on the running surface of the rail head in shallow curves and tangent track.

Figure 2.3.2: Squat defects

 CHAPTER-3:
METHODOLOGY
After studying the different methods, Finite element method is used for investigating
temperature phenomena at rail-wheel contact. To validate the Finite element method, analytical
methods are used. The schematic structure is shown in Figure 3.1. Entire finite element analysis
is done using ANSYS.

Figure 3. Structure of the segmented FE computation method

3.1 Model of wheel-rail contact
Based on Hertzman Contact theory
The contact pressure is

Based on Coulomb law of friction, the tangential pressure equation is given as, where µ is the
coefficient of friction.

The heat flux distribution is proportional to contact pressure, friction coefficient (µ) and the
sliding velocity (𝑉𝑠 )

The heat flux distribution equitation of the wheel (𝑞𝑤 ) is

The heat flux distribution equitation of the rail (𝑞𝑤 ) is

Where,
3.2 Simulation Cases
Wheel-rail loads are used for six different slip rates. Contact dimensions and contact pressure
are obtained from [29]..Heat flux distributions are obtained from the formulations presented in
preceding section. Heat flux distribution for 1% slip is shown in Figure 3.2.2. Simulation
parameters used are shown in the below Table.

Table 3.2.1:

Figure 3.2.1
 Figure 3.2.2

Figure 3.2.3 shows the demonstration of the running heat flux distributions on rail surface in a
one wheel pass. The rail wheel contact region is simulated by frequently translating distributed
heat flux on rail surface from left to right of the simulation domain. When the targeted area is
reached, the heat source is turned off for a time until second wheel comes in contact with the
rail. For simulation different traction coefficients are used from the work of [31]

Figure 3.2.3:
Table 3.2.2:

3.3 Material Properties

Thermal and mechanical properties used for the simulation is shown in Table 3.3.1 and 3.3.2

Table 3.3.1 from [32],[24]

Table 3.3.2 from [24],[33]

3.4 Finite Element Model

UIC 60E1 cross section rail [34] is used for present simulation which is shown in Figure
3.4.1. 3D rail model is created for a length of 75mm. The simulation domain is meshed with
SOLID 226 element [35]. The FEA model includes 38367 elements with 188600 nodes. For
simulation Train speed 90Km/h is taken into consideration, the semi major and minor axis
are7.32 mm and 3.61mm is taken into consideration from Hertz Contact Theory. Thermal
stress analysis simulation is used as the stress are temperature distribution dependent heat
flux is applied on the rail wheel contact zone The heat transfer coefficient 𝒉𝒄 is taken as
12W/𝒎𝟐 𝑲 [36], and the ambient temperature is 30°C.

Figure 3.4.1 UIC60E1 rail profile

 Figure 3.4.2 FEA model for the problem domain

CHAPTER-4
RESULTS DISCUSSIONS
4.1 Model validation
Table 4.1.2 presents the comparison of maximum temperature obtained by different analytical
models given in below table.

Table 4.1.1:
Table 4.1.2:

Result Table 4.1.2, shows variation in the obtained maximum temperature values for 1% slip
rate. Present FEA simulation results are in good agreement with Ertz & Knothe analytical
solution. From Ertz & Knothe [18] it is necessary have the transient thermal analysis in FEA.
This study purpose is to analyses the raise of temperature and its effect on residual stress and
plastic strain due to wheel slippage on rail. For that coupled thermal structural analysis is done
in two steps first step is for transient temperature and second one is for thermal stress and strain
Results are taken along the depth and wheel moving direction at the center of the rail contact
region.

4.2 Temperature on the rail

(a) 1% slip
(b) 1.5% slip

(c) 2% slip

(d) 5% slip
 (e) 8.5% slip

(f) 10% slip

Figure 4.2.1 Surface temperature for elliptical area of contact.

From to the results in Figure 4.2.1-4.2.2, it is noted that high temperature is found for higher
slip%, and the location of higher heat flux is at x=0, leading edge and trailing edge of the
contact patch are at x/a = -1 and x/a = 1, The peak temperatures are found at on the rail surface
at just preceding to the trailing edge (@ x/a = 0.6) of the contact surface. Below the contact
surface the temperature comedown gradually. The maximum temperature due to friction
change from 130°C to 976°C when slip rate changes from 1% to 10%.
 surface surface
140 25µm 25µm
50µm 200 50µm
75µm 75µm
120 100µm 180 100µm

160

100 140

Temperature (C)
Temperature (C)

120
80
100

80
60

60

40 40

20
20
-1.0 -0.5 0.0 0.5 1.0 1.5 2.0 -1.0 -0.5 0.0 0.5 1.0 1.5 2.0

x/a x/a

(b)
(a) 1 % Slip Rate 1.5 % Slip Rate
surface surface
25µm 25µm
50µm 50µm
250 75µm 500 75µm
100µm 100µm

400
200
Temperature (C)

Temperature (C)

300
150

200
100

100
50

0
-1.0 -0.5 0.0 0.5 1.0 1.5 2.0 -1.0 -0.5 0.0 0.5 1.0 1.5 2.0
x/a x/a

(c) 2 % Slip Rate (d) 5 % Slip Rate

surface surface
25µm 1000 25µm
800 50µm 50µm
75µm 75µm
700 100µm 100µm
800

600

600
Temperature (C)

Temperature (C)

500

400
400
300

200 200

100

0
0

-1.0 -0.5 0.0 0.5 1.0 1.5 2.0 -1.0 -0.5 0.0 0.5 1.0 1.5 2.0
x/a x/a

(e) 8.5 % Slip Rate (f) 10 % Slip Rate

 Figure 4.2.2 2D Distributions of temperature rise in rail
Decrease of the yield due to raise of temperature is shown in Figure 4.2.3 .for the slip rates
of 1%, 1.5% and 2%, temperature change is low (below 250⁰C); for these slip rates material
not getting effected .for the slip rate of 5%temerature goes beyond the 250⁰C and yield
strength decreased for this slip rate . After eight wheel passes, the temperature increases from
493°C to 527°C as shown in Figure 4.2.4. And for this increase of temperature thermal
softening may happens which may leads to plastic flow of material which causes fatigue
failure of rail.
For slip rates of 8.5% and 10% temperature goes beyond 723°C. Due to these high temperature
material state may get changed martin site. It is shown in Figure 4.2.7 for 8.5% slip rate, the
thickness of White etching layer is 35µm. It can be observed that time for cooling is less than
1 sec and these cooling time is sufficient for martensite formation.

Figure 4.2.3 Reduction of Young’s modulus due to temperature rise

 600

500

400

Temperature (C) 300

200

100

0
0.0 0.1 0.2 0.3 0.4 0.5 0.6
Time (sec)

Figure 4.2.4 Temperature distribution vs time on the rail for 8 wheel passes for 5 % slip

The temperature rise after eight wheel pass is shown in Figure 4.2.5. for 1.5% slip. On the
cross section, distribution of temperature appeared to be symmetrical along the dash line A-A
(Figure 4.2.5(a)). Residual temperatures after eight wheel passes for different % slip rates
across the depth is plotted in Figure 4.2.6. It shows that heat penetration into the medium is
fairly shallow and the thermal gradient are fairly steep. Therefore, thermal stresses alone
would cause only superficial damage to the rail.

4.3 Thermal stress and strain

These results are obtained from 3D coupled thermal mechanical model.

4.3.1 Effective Thermal Plastic strain

Figure 4.3.1.illustrates the effective plastic strain range along the rail depth. Due to less
temperatures, there is no plastic strain developed for 1%, 1.5% and 2%. For 5%, 8.5% and
10% slip rates plastic strains are higher due to high temperature.
The high plastic strain is located at the rail surface, and it is reduced locations away from the
contact interface.
 Figure 4.2.5: Residual temperature plots on the rail surface and along the cross section A-A
after eight wheel pass for 1.5% slip

4.3.2 Residual von Mises stress

Figure 4.3.2. Shows residual vonMises stresses for multiple slip rates after 8th wheel passes
over the depth. It is to be noted that for low slip rates (1%, 1.5%, 2%), there is no plastic
flow occurring. For high slip rates (5%, 8.5 % and 10%) plastic flow is predominant at the
contact surface.
 0
1 % slip
1.5 % slip
2 % slip
5
5 % slip
8.5 % slip
10 % slip
10
Depth (mm)

15

20

25
20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Residual Temperatures after 8 wheel passes (C)

Figure 4.2.6

Figure 4.2.7: White etching layer susceptible zone for 8.5% slip rate.
 Figure 4.3.1

Figure 4.3.2: residual von Mises stress along the dep

 CHAPTER-5:
CONCLUSIONS
A 3D FEA model is used to study the heat generation at rail wheel contact region, by giving
heat flux as input for different rail wheel slip rates for multiple wheel passages, and thermal
related material properties has been given , results are studied in terms of temperature, plastic
strains and thermal stress on rail ,a high temperature is noticed for high slip rates on the rail
contact surface and for multiple passage of rail wheel subsequent raise in temperature noticed
temperature penetration below the depth of the surface is low and the thermal stress will
damage the rail surface, temperature raise due to multiple passage of wheel causes microscopic
structural changes of the material which leads to the martensite formation of the rail material
this study will help to understand the rail- wheel contact behavior for selection wheel –rail
material under different environment
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 APPENDIX
MATLAB CODE FOR HEAT FLUX DISTRIBUTION