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介绍了最近开发的一种用于评估高粘着机车车轮踏面各种应力和塑性应变的简化的热塑性踏面表面计算机模型。以一台高粘着交流传动机车的起动工况（在10％的滑动率时粘着系数达45％）与一台典型的直流传动机车的起动工况（在5％的滑动率时粘着系数为35％）为例，论述了与这种新一代驱动轮有关的踏面表面材料的热机械循环载荷的性质和强度。预计，直流传动机车的最大瞬时温升为263℃，交流传动机车的最大瞬时温升为372℃。直流传动机车的最高热机械有效应力低33％，残余拉伸应力低86％，塑性剪切应变的增量低66％。从理论上探讨了车轮直径对瞬时表面温度和瞬时热应力的影响。可以得出如下结论：在任意给定载荷和牵引条件下，车轮直径的大小对于车轮踏面表面温度和应力几乎没有什么影响。尽管如此，由于较大直径的车轮的机械应力略小些，所以较大车轮的界面机械剪切应力较小，从而导致塑性剪切应变略微减小。例如，当车轮直径从1016mm增至1118mm时，预计塑性剪切应变仅减少4．6％。
A recently developed computer model of a simplified thermoplastic tread surface for evaluating various stresses and plastic strains of the wheel treads of high-adhesion locomotives is presented. Taking the starting condition of a high adhesion AC locomotive (adhesion coefficient at 45% at 10% slip) and the starting condition of a typical DC locomotive (with a coefficient of adhesion at 5% slip of 35 %) As an example, discusses the nature and strength of thermo-mechanical cyclic loading of tread surface materials associated with this new generation of drive wheels. It is estimated that the maximum instantaneous temperature rise of DC locomotive is 263 ℃ and the maximum instantaneous temperature rise of AC locomotive is 372 ℃. The maximum thermal mechanical effective stress of DC locomotives is 33% lower, the residual tensile stress is 86% lower, and the increment of plastic shear strain is 66% lower. The effect of wheel diameter on instantaneous surface temperature and instantaneous thermal stress is theoretically discussed. It can be concluded that at any given load and traction conditions, the size of the wheel diameter has little effect on wheel tread surface temperature and stress. In spite of this, the mechanical shear stress of the larger wheel interface is smaller due to the slightly lower mechanical stress on the wheels of larger diameters, resulting in a slight reduction in the plastic shear strain. For example, when the wheel diameter is increased from 1016 mm to 1118 mm, the plastic shear strain is expected to decrease by only 4.6%.