The railway wheel, together with the axle, represents one of the very important parts that support the safe operation of railway vehicles. Wheels support the entire weight of cars. Therefore, the reliability is demanded in terms of accuracy. Accordingly, the most important and fundamental characteristic in designing wheels is strength. The investigation of dangerous area in bogie is one of important area of study in railway manufactured. This essential information is required in structural integrity, failure and fatigue calculation to determine lifetime for scheduling the maintenance and regrinding necessity. The aim of this work is to determine the stress/strain in a bogie to common working in operating conditions using the 3D finite element method (FEM). The FEM results carried out using 3D elements allows the stress/strain distribution with good accuracy. Knowing the maximum stress/strain value in a bogie, prevents an unsafe construction from the design stage, and consequently increases safety in rail traffic.
Since no effective experimental approaches have been proposed to assess state of stress and distribution of pressures at the wheel and rail contact interface to date, numerical calculation methods are known as an alternative to approximate modelling of wheel-rail interaction. In this paper, a numerical procedure is proposed based on the finite element method of the complex tensions state on wheel-rail contact. This study includes the distribution of pressures and tensions on wheel-rail contact system with new and worn profiles, using a finite element modeling (FEM). Using a model of isotropic elastic-plastic material was obtained a FE model that can obtain the distribution of pressures and tensions at the wheel-rail interface for the real surfaces that are in contact, this model is necessary for any tribological study that requires data on the state of stress and pressure only by introducing input data: geometric characteristics, Young’s Modulus, Poisson’s Ratio, Tangent Modulus, Yield Strength, load on the wheel, lateral shift of wheelset.
Classical materials of whose manufacturing requires high energy consumption have begun to be replaced by composite materials, as a better alternative to energy and environmental problems caused by the production of the classic ones. The design of blades with a high efficiency that are resistant and having deformations within the allowable limits and a mass as small as possible is not a simple problem. Currently, the use of composite materials in the construction of blades is a perfect solution but determining the structure with optimal strength requires finding a compromise between the strength limits of materials and costs. In the assembly of a wind turbine, the critical component is the blade and thus the material for the construction of wind turbine blade (WTB) must have high rigidity, fatigue strength, low weight, and good wear resistance. This paper presents the results obtained at compression on the glass fibre reinforced plastics (GFRP) composite, used in the construction of turbine blades. To increase service life and to investigate defects during operation, compression tests have been performed to determine the mechanical properties of [0°/90°] and [±45°] reinforced specimens in accordance with ASTM D3410.
In view of the trends of increased traffic speeds, increase axle load, but also the reduction of the losses of material from the wheel and rail due to wear phenomena, the appearance of undulating wear, fractures of the wheel and rail, it is necessary to know the pressure distribution and the state of tension at wheel-rail contact. This can be obtained either by the finite element method (FEM). Using an elastic body modelling, a very rapid FEA model was obtained for solving the pressure distribution at concentrated wheel-rail contact, for real surfaces, modelling absolutely necessary for any study requiring analysis of the state of tension at such a request, for different situations of this interaction, modifying only the input data: geometric model of wheel and rail, longitudinal elasticity modulus, transverse contraction coefficient, load on wheel, etc.
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