Evaluation of the interference value for the treads of locomotive wheels by the acoustic elasticity method

Measurement of Residual Stresses of Locomotive Wheel Treads During the Manufacturing Technological Cycle

“…The value of Da0 is -35 MPa near the tread surface and +45 MPa in the center of a tread and decreases when approaching the seating surface. The comparison of the distribution of Da0 values for a tread fragment with the results of the studies of Da for free treads shows that the differences between them are nearly 50-100 MPa, which corresponds to the contribution of residual stresses in a tread; this fact should be taken into consideration when estimating true residual stresses [2].…”

“…Tread reliability is defined not only by metal quality and its strength but also by residual stresses. The locomotive wheel tread is exposed to pressure shaping, cutting and heat treating (temper hardening) during the manufacturing process [1,2,25]. Heat treatment leads to development of the complicated stress-strain state, and the next interference fit on the wheel center provides appearance of additional strain stresses [1,2].…”

“…The locomotive wheel tread is exposed to pressure shaping, cutting and heat treating (temper hardening) during the manufacturing process [1,2,25]. Heat treatment leads to development of the complicated stress-strain state, and the next interference fit on the wheel center provides appearance of additional strain stresses [1,2]. As a result of the tread fitting on the wheel center the technological residual stresses caused by pressing, rolling, and hardening are summarized with the mechanical tensile stresses associated with the interference during parts mating.…”