A computational simulation study on the dynamic response of high-speed wheel–rail system in rolling contact

Ma, Xiaoqi; Jing, Lin; Han, L.

doi:10.1177/1687814018809215

Cited by 11 publications

(9 citation statements)

References 18 publications

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“…The wheel-rail rolling contact behavior has been preliminarily discussed in our previous study (Ma et al, 2018), but the influence of strain rate on the dynamic contact responses has not been involved. In order to simulate the dynamic contact behavior of wheel-rail at high speeds more accurate, the strain rate of materials has been involved in this simulation model.…”

Section: Resultsmentioning

confidence: 99%

Dynamic finite element simulation of wheel–rail contact response for the straight track case

Zhou

Jing

2020

Advances in Structural Engineering

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The dynamic effects, mainly including the inertia effect and strain-rate effect, on the dynamic wheel–rail contact behavior become more and more serious as the train speed increases. The inertia effect can be automatically taken into account in explicit finite element analysis codes, while the strain-rate effect needs to be considered via inputting the related material parameters. In the present paper, the influence of strain rate on the dynamic wheel–rail contact response for the straight track case was explored, based on a 3D wheel–rail rolling contact finite element model, via LS-DYNA/explicit algorithm. Effects of the axle load and train speed on typical dynamic wheel–rail responses were discussed, and the results indicate that the coupled train speed with strain rate has a non-negligible influence on dynamic contact responses. The strain rate hardening effect increases the maximum contact pressure and stress, and inhibits the plastic deformation of the wheel–rail system. A rate-sensitive factor (RSF) was then introduced to describe the strain rate hardening effect, confirming that the rail is more sensitive to strain rate compared to the wheel. Finally, an error analysis of the wheel–rail Hertz contact theory was conducted, which further verify the differences between elastic and elastic-plastic contact solutions.

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Section: Resultsmentioning

confidence: 99%

Dynamic finite element simulation of wheel–rail contact response for the straight track case

Zhou

Jing

2020

Advances in Structural Engineering

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“…The moment of inertia for the rails is I = 2.35*10 –5 m 4 (56.5 in. 4 ) and the rail elastic modulus is E = 2.07*10 11 N/m 2 (30,023 kips per square inch). The track foundation modulus per rail is u = 4*10 7 N/m 2 (5,801 pounds per square inch).…”

Section: Comparison Of K′b3 and K′b3h Estimates With Numerical And Experimental Findingsmentioning

confidence: 99%

“…Railway track designers, personnel responsible for railway maintenance and those who conduct research on railway tracks frequently resort to numerical methods for such analyses (3)(4)(5). Numerical analyses require the development of models representative of the real condition as closely as possible.…”

mentioning

confidence: 99%

Applications and Estimate Comparisons of Bezgin–Kolukırık Equations for Dynamic Impact Forces Because of Wheel Flats with Numerical Analysis Estimates and Instrumented Track Measurements

Bezgin

Kolukırık

2020

Transportation Research Record: Journal of the Transportation R

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Bezgin–Kolukırık equations (K’B3 and K'B3,H) are the last group of seven analytical equations based on the Bezgin Method. The method is based on the law of conservation of energy, rules of kinematics and a new concept, impact reduction factor, that describes the development of dynamic impact forces because of track and wheel roughness. K'B3 and K’B3,H estimate dynamic impact force factors because of wheel flats. K'B3,H includes the effect of Hertzian contact deformation on dynamic impact force factors. The proposed equations require up to six parameters to yield estimates. These parameters are: wheel diameter, wheel flat length, train speed, static wheel force transferred to the rail based on the tributary mass of the wheel, equivalent system stiffness of railway track and rolling stock, and length of Hertzian contact interface between wheel and rail. These equations empower users with the ability to estimate the highest values of the dynamic impact force factors because of wheel flats by manual calculations that yield realistic estimates comparable with estimates from advanced numerical methods and measurements obtained from instrumented test tracks. This paper presents the proposed Bezgin–Kolukırık equations followed by their application on hypothetical track and rolling stock conditions presenting a wide range of values for track and rolling stock stiffness, static wheel force, wheel diameters, train speed and wheel flat lengths. Estimates from the proposed equations are compared with the estimates of advanced numerical methods and experimental measurements from two previous papers.

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“…The rail joint resistance can be described as the antishear force generated on the bonding surfaces of splints under the condition that the adhesive surfaces do not produce detachment force, whose value mainly depends on the bonding strength and the bonding area. When the bonding strength is constant, the shear force (Q) of the adhesive and the bonding area (S) are in positive proportion as shown in equation (1).…”

Section: Joint Resistancementioning

confidence: 99%

Analysis on mechanical characteristics of welded joint with a new reinforced device in high-speed railway

Xiao

Yan

Liu

et al. 2014

Advances in Mechanical Engineering

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High-speed railways adopt continuous welded rail to maintain the smoothness and continuity of the rail surface. However, the welded joint became one of the weakest parts. In order to clear the characteristics and mechanical properties of the new reinforced device, a dynamic three-dimensional vehicle-reinforced device-track coupling model is established. The mechanical characteristics of the track structure under high-speed train load were simulated and analyzed. After installing the new reinforced device, the dynamic response and service life of the track structure are obviously improved compared with the unreinforced rail. When the train speed is 300 km/h, the dynamic bending stress at the bottom of rail is reduced by 26.90%, the vertical and lateral acceleration of the rail are reduced by 42.78% and 21.56%, the vertical and lateral displacement of the rail are reduced by 6.36% and 8.67%, and the theoretical service life of the rail is greatly extended.

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A computational simulation study on the dynamic response of high-speed wheel–rail system in rolling contact

Cited by 11 publications

References 18 publications

Dynamic finite element simulation of wheel–rail contact response for the straight track case

Dynamic finite element simulation of wheel–rail contact response for the straight track case

Applications and Estimate Comparisons of Bezgin–Kolukırık Equations for Dynamic Impact Forces Because of Wheel Flats with Numerical Analysis Estimates and Instrumented Track Measurements

Analysis on mechanical characteristics of welded joint with a new reinforced device in high-speed railway

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