Thermal Damage and Rail Load Stresses in a 33-Inch Railroad Car Wheel

Wetenkamp, H.R.; Kipp, Robert M.

doi:10.1115/1.3439442

Cited by 6 publications

(4 citation statements)

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“…Hence, they were examined in detail in this research. Equation (3)(4)(5)(6)(7)(8)(9)(10) irnplies that Aw and Ax induce fictitious shear stresses because they are multiplied by (6,, -6,2) and 6,2, respectively, in the second term of the right hand side. It is noted that the magnitude of the errors in the x-ray stress measurement depends on both the misalignments and the stress condition.…”

Section: Effect Of Sample Misalignmentmentioning

confidence: 99%

“…After strains are read from the strain gage rosette, the average and the approxirnate residual stresses in the principal coordinate system and the stress components in the sample coordinate system may be easily obtained on a personal computer using Equations (3)(4)(5)(6)(7)(8)(9)(10)(11)(12) to (3)(4)(5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15) and a spreadsheet program such as Lotus l23°°.…”

Section: Principles Of Residual Stress Measurements By X-ray Diffractmentioning

confidence: 99%

“…The two principal stresses and the angle between the direction of one of the principal stress and the coordinate system of the rosette may be obtained by evaluating Equation (3)(4)(5)(6)(7)(8)(9)(10)(11)(12) at three different orientations. This is accomplished through the use of a strain gage rosette as shown in Figure 8.…”

Section: Principles Of Residual Stress Measurements By X-ray Diffractmentioning

confidence: 99%

“…Only Equation (3-11a), the 6,, term, is used for the derivation of Equation (3)(4)(5)(6)(7)(8)(9)(10)(11)(12) because the relieved radial strain, 6,, , is known to be significantly greater than tangential strain, 6,. As a result, commercial strain gage rosettes are designed with radially oriented grids as shown in Figure 8.…”

Section: Principles Of Residual Stress Measurements By X-ray Diffractmentioning

confidence: 99%

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Residual stress measurement in railroad car wheels

1993

NDT & E International

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A new failure criterion for discriminating good and bad (overheated) railroad car wheels is proposed. This criterion can replace the conventional "four inch" discoloration rule. The procedure for the new discrimination criterion is based on the fluctuations of the azimuthal residual stress in the tread of the wheel. This criterion is based on a maximum likelihood statistical analysis of data obtained from six different wheels as deterrnined by x-ray diffraction. Of these locations, the analysis showed the tread, and perhaps a critical point on the top of the flange, to be the most sensitive .to residual stress. The variance analysis showed that fluctuations in stress at the most sensitive location in the tread appeared to be related to the service history. The residual stresses showed an oscillatory pattem in the hoop direction around the wheels.Extension of the measurement technology to the use of magnetoelastic stress measurement is proposed. To evaluate the inaccuracy in stress data possible from a large sample with curved surface, corrections for a deliberate tilt of the plane of the x-ray diffractometer from the normal to the sample surface have been developed. Analysis of different misalignments are discussed. To validate our x-ray residual stress data, residual stresses were also measured by hole drilling. Excellent agreement between two techniques was found. Finally, stress variation with depth below surface was deterrnined by the hole drilling technique.

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Section: Effect Of Sample Misalignmentmentioning

confidence: 99%