A single parameter to evaluate stress state in rail head for rolling contact fatigue analysis

Pun, Chung Lun; Kan, Qianhua; Mutton, Peter; Kang, Guozheng; Yan, Wenyi

doi:10.1111/ffe.12157

Cited by 13 publications

(4 citation statements)

References 31 publications

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“…The results of stress and strain components of each integration points at each increment within the loading cycle are then collected. With the use of MATLAB, WT S max is determined by following [10]. Comparing WT S max distribution, the highest WT S max of the model can then be defined. )…”

Section: Numerical Results and Discussionmentioning

confidence: 99%

“…Therefore, the maximum SWT parameter WT S max can be used as a single parameter to evaluate the stress state in the rail head for accessing fatigue resistance of the structure. Details of how to numerically determine the highest WT S max for wheel/rail rolling contact from a threedimensional finite element analysis can be found in [10].…”

Section: Phenomenological Approaches For Rolling Contact Fatigue Anal...mentioning

confidence: 99%

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On the Evaluation of the Stress State in Rail Head for Assessing Fatigue Resistance

Pun

Kan

Mutton

et al. 2014

AMR

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To search for a single parameter to evaluate the stress state in rail head during wheel/rail rolling contact situations, the stress-based and the strain based phenomenological approaches for multiaxial fatigue analysis can be considered as the candidates. Following the stress-based approach, the maximum von Mises stress range can be applied as a single parameter to evaluate the stress state in the rail head. However, the von Mises stress range only relies on the stress field in the rail head for the fatigue analysis, which is not sufficient for assessing the fatigue resistance of the rail steel. The Smith-Watson-Topper (SWT) method, the strain-based phenomenological approach for multiaxial fatigue analysis which considers stress, elastic strain and plastic strain components, is then adopted to study rolling contact fatigue in the rail head. Combining with the three-dimensional finite element modelling of a steady-state wheel/rail rolling contact, the numerical procedure to calculate the SWT parameter in the rail head is presented. The capability of the SWT method to predict the initiation of fatigue cracks in the rail head is confirmed in a case study. Consequently, the maximum SWT parameter is proposed as a single parameter to effectively evaluate the stress state in the rail head.

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Section: Numerical Results and Discussionmentioning

confidence: 99%

Section: Phenomenological Approaches For Rolling Contact Fatigue Anal...mentioning

confidence: 99%

On the Evaluation of the Stress State in Rail Head for Assessing Fatigue Resistance

Pun

Kan

Mutton

et al. 2014

AMR

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“…Further, its application was limited to stress invariant models, more precisely to the Crossland criterion . On the other hand, the TCD method has not only shown very satisfactory estimates of notch and fretting fatigue limits, but also is easily applicable to different multiaxial fatigue criteria (critical plane, stress invariants, energy).…”

Section: Discussionmentioning

confidence: 99%

On the design and test of equivalent configurations for notch and fretting fatigue

Araújo

Castro

Pommier

et al. 2016

Fatigue Fract Eng Mat Struct

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A B S T R A C T This work investigates the possibility of designing fretting and notch fatigue experiments that are nominally equivalent in terms of damage evaluated by a multiaxial fatigue model. The methodology adopted to carry out this search considered a cylinder-on-flat contact geometry and a V-notched plate. The loading conditions and geometries of the experimental configurations were adjusted to obtain the same decay of the multiaxial fatigue index from the hot spot up to a critical distance. Aluminium alloy 7050-T7451 was used in the experimental evaluation of the methodology. Considering the well-known scatter of fatigue data and the limited number of specimens available, the obtained results suggest that the use of the notch analogy in fretting fatigue is appropriate.a = contact half width c = stick zone half width e = offset of the centre of the stick zone from the centre of the contact f = coefficient of friction l = critical distance p 0 = peak pressure B = bulk force applied to the fretting specimen B a = bulk force amplitude E = Young's modulus F = fatigue parameter I fretting = fatigue index along a line emanating from the trailing edge of the contact and perpendicular to the contact surface I notch = fatigue index along a line emanating from the notch root and parallel to the notch bisector K IC = plane strain fracture toughness L = thickness and width of the fretting specimen MRH = Maximum Rectangular Hull MWCM = Modified Wöhler Curve Method P = normal force applied to the fretting pad/specimen Q = tangential force applied to the fretting pad/specimen Q a = tangential force amplitude TCD = Theory of Critical Distances V = volume of the fatigue damaging zone α = half the notch opening angle β = fatigue constant ΔK th = threshold stress intensity factor range Δσ À1 = fatigue limit range (=2σ À1 )

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“…Recent work has also been performed in the area of modelling crack initiation or propagation in an effort for better design against RCF. Regarding crack initiation, Pun et al 12 proposed a single parameter to evaluate the stress state during rolling contact and characterize the initiation of RCF. Regarding crack propagation, Dirks et al 13 have recently developed a model to predict the actual crack depth and surface length in curved rails in connection to vehicle dynamics simulations.…”

Section: Introductionmentioning

confidence: 99%

Rolling contact fatigue cracking in rails subjected to in‐service loading

Haidemenopoulos

Sarafoglou

Christopoulos

et al. 2016

Fatigue Fract Eng Mat Struct

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Rolling contact fatigue (RCF) is one of the most important failure mechanisms in rails with significant cost‐ and safety‐related implications on the operation of railway systems. In this work, a metallurgical analysis of RCF crack initiation and propagation, including geometrical characteristics of RCF cracks – length, depth from surface, angle of propagation and spacing between cracks, is presented. The role of proeutectoid ferrite in crack initiation has been studied. Analysis of the fracture surface of an RCF crack revealed a ductile initiation zone followed by a quasi‐cleavage crack propagation. Iron oxide formed in the interior of all cracks in rails exposed to stagnant water with implications to crack propagation rate because of crack closure effects. Sequential sectioning parallel to the rolling surface revealed that RCF cracks possess convoluted surfaces. The crack trace expands with depth from the rolling surface. Subsurface crack initiation has also been documented.

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A single parameter to evaluate stress state in rail head for rolling contact fatigue analysis

Cited by 13 publications

References 31 publications

On the Evaluation of the Stress State in Rail Head for Assessing Fatigue Resistance

On the Evaluation of the Stress State in Rail Head for Assessing Fatigue Resistance

On the design and test of equivalent configurations for notch and fretting fatigue

Rolling contact fatigue cracking in rails subjected to in‐service loading

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