On the Question of Monitoring Residual Stresses in Selectively Heat-Strengthened Rails

Муравьев, В. В.; Tapkov, K. A.; Len’kov, S. V.

doi:10.1134/s106183091810008x

Cited by 6 publications

(6 citation statements)

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“…Simulation and evaluation of the stress-strain state allows to find correlation between stress values in rail elements and the notch discrepancy, which is measured according to GOST (State Standard) 51685-2013. The results of the simulated notch discrepancy [12], stresses in the elements of the rail and the weighted average stress value are given in Table 1. The Weighted average stress is calculated according to Eq.…”

Section: Model Descriptionmentioning

confidence: 99%

“…According to the results of modeling of residual stresses rail production [7,12], initial values of the stresses were -77 MPa in the head, -125 MPa in the web, and 106 in the foot of the rail. Residual stresses were summed with thermal stresses.…”

Section: Figure 1 Applied Forces From the Train Wagonmentioning

confidence: 99%

“…Acoustoelasticity. Experimental nondestructive estimation of the stressed-strained state of the rail was made using the acoustoelasticity method [12,13], which is based in the case of the one-axis stress state, on measuring the velocity difference of two transverse acoustic waves with mutually perpendicular polarizations. The Input-reception of waves is made by the electromagnetic-acoustic (EMA) method.…”

Section: Experimental Research Of Stress-strain Statementioning

confidence: 99%

“…The texture factor was taken into account when measuring the fragment of a rail that had undergone heat treatment by annealing with the release of internal stresses. The resultant oscillograms were processed in the PRINTS software environment [12,13,16].…”

Section: Experimental Research Of Stress-strain Statementioning

confidence: 99%

“…The reason of the thermal stresses is the actual temperature fluctuation as compared to the installation temperature. Changing the temperature by 1°C causes the increase of stresses by +2.5 MPa [12][13][14]. Results of sum stresses and element stresses modeling in case of different ΔT are shown in Table 2, where ΔT is the difference between the actual temperature and the installation temperature, °C.…”

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confidence: 99%

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Strain Stress Model of the Rail with Crack in its Head and Estimation of its Operational Lifetime

Муравьев

Tapkov

Volkova

et al. 2019

MSF

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The most common reason of the fatigue crack appearance is the presence of stresses in the rail. The process of stress strain state simulation for the R65 rail is presented in the paper. Values of residual stresses were modeled and chosen to be maximum allowed by GOST (State Standard): -77 MPa in the rail head, -125 MPa in the web and 106 MPa in rail foot. These stresses match the value-77 MPa measured by the acoustoelastic method from the center of the rolling surface of the rail. The influence of the crack at the highest level of the stress strain state was studied in cases of the maximum train load and its absence. According to results of modeling, stresses in the sharp edge of the crack can exceed the lowest acceptable by GOST (State Standard) value of the yield strength by more than 5 times in case of the presence of the train load. In case of the absence of the train load, the crack does not have a significant influence on the stress strain state. The modelling process was also used to study the influence of the installation temperature difference on the operational lifetime of the rail. The paper presents the description of the influence between the installation temperature difference and the crack initiation. According to modeling results and the rail defect catalogue, rails with the lowest acceptable mechanical characteristics are prohibited to be used after 300∙109 kg and higher tonnage.

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Section: Model Descriptionmentioning

confidence: 99%

Section: Figure 1 Applied Forces From the Train Wagonmentioning

confidence: 99%

Section: Experimental Research Of Stress-strain Statementioning

confidence: 99%

Section: Experimental Research Of Stress-strain Statementioning

confidence: 99%

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