A wheel–rail normal contact model using the combination of virtual penetration method and strip-like Boussinesq’s integral

An, Boyang; Wang, Ping

doi:10.1080/00423114.2022.2085587

Cited by 16 publications

(2 citation statements)

References 29 publications

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“…The semi-Hertzian contact algorithm outperforms the simplified theory in calculation accuracy and is more efficient than Non-Hertzian contact theory. 13,26 The sampling frequency for integration is 5000 Hz. The calculated wheel-rail contact force can be distributed both vertically and laterally within the rigid-flexible coupling system.…”

Section: Coupled Dynamic Model For Flexible Turnout and Multi-rigid V...mentioning

confidence: 99%

Effects of flange wear on dynamic vehicle-turnout interaction

Hao

Chen

Sun

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part F:

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Long-term investigations have revealed incidences of severe flange wheel wear in the field. Slight changes in the profile shape will lead to changes in the geometric relationship between wheel and rail, hence affecting the dynamic wheel-rail interaction. The turnout is an essential piece of track equipment for carrying out train transfer or cross line operation. In turnouts, the rail profile changes throughout the structure, and the wheel load transfers from one rail component to the next, resulting in a complex wheel/rail relationship. This paper investigates the effect of flange wear on the wheel-rail interaction as the vehicle switches into the turnout track in a diverging movement. A coupling model for a high-speed flexible turnout and a multi-rigid vehicle is established, and the dynamic contact trajectories between wheel and rail, the vibration energy of the rail, the lateral wheel-rail force, rail wear, and car body driving stability are analyzed. The results show that the wheel transition position is shifted backward due to the flange wear, and a less sharp impact occurs with a worn flange profile during wheel load transition in the switch panel, which improves lateral wheel-turnout interaction and the rail wear. Worn flange profiles give a large flangeway clearance, which is not conducive to the smooth operation of vehicles in the diverging route of turnouts.

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Section: Coupled Dynamic Model For Flexible Turnout and Multi-rigid V...mentioning

confidence: 99%

Effects of flange wear on dynamic vehicle-turnout interaction

Hao

Chen

Sun

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…There are mainly four types of non-Hertzian contact models, namely the finite element method (FEM), 2,3 the boundary element method (BEM), 4,5 the multi-Hertzian method 6,7 and virtual penetration method (VPMs). 8-10 Among them, FEM can provide the best computational accuracy, and it is suitable for solving extremely complex wheel-rail contact problems; for instance, conformal contact 2 and elastic-plastic contact. 11 However, the need for a fine mesh on the contact region makes it too time-consuming to solve the problem.…”

Section: Introductionmentioning

confidence: 99%

Assessing the fast non-Hertzian methods for wheel-rail rolling contact integrated in the vehicle dynamics simulation

Chen

Sun

Ding

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part F:

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An accurate and high-efficiency contact model is essential for vehicle-track dynamic simulation and wear prediction. The paper attempts to assess the influence of different contact models on the offline and online simulation, as well as wear depth distribution. Taking CONTACT as the reference model, the computational accuracies of contact model combinations (i.e. Hertz + FASTSIM, Kik–Piotrowski (KP) + FASTSIM, modified Kik–Piotrowski (MKP) + FASTSIM and MKP + FaStrip) are evaluated. Typical wheel-rail contact cases and two dynamic simulation cases (track irregularity and curve track) have been studied. Results show that MKP + FaStrip achieves the best computational accuracy in calculating the typical wheel-rail contact situation, besides, the yaw angle has a significant influence on the contact patch shape and pressure distribution, especially when the wheel flange contacts with a rail corner. With regard to the vehicle passing the track with the lateral irregularity, both KP + FASTSIM and MKP + FaStrip models can achieve relatively good agreement on dynamic results and wear prediction with CONTACT. In terms of the curve track, MKP + FaStrip has better accuracy on dynamic results and wear due to a larger yaw angle.

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