Non-elastic models of interaction of an impactor and an Uflyand–Mindlin Plate

Loktev, Alexey

doi:10.1016/j.ijengsci.2011.09.004

Cited by 15 publications

(9 citation statements)

References 12 publications

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“…In the case of rail wear in the middle of the rail head, the radius becomes 320 mm, and at the distance of 20 mm from the longitudinal rail axis towards both sides -100-200 mm, which is also corroborated by earlier investigations [3,4,6,7,14].…”

Section: The Determination Of the Stresses In The Interaction Of Wheesupporting

confidence: 85%

“…The maximum contact stress obtained in this case is 1.3 times higher than that obtained from the Hertz theory [5,9,11]. The size of the contact area at the normal wheel-rail geometry as well as the type of contact stresses depend on the normal load between a wheel and a rail, the profiles of a wheel and a rail, the transverse and angular position of the wheel pair on rails as well as the angle of the tread surfaces of rails [3,7,15]. According to the shape of the contact area and the type of deformation the intensity of pressure within contact surface is distributed by the semi-elliptic law.…”

Section: The Determination Of the Stresses In The Interaction Of Wheementioning

confidence: 85%

“…In this case different contact models can be applied for the analysis, i.e., the quasistatic Hertz model, the linear elastic model, two elastoplastic contact models: the AleksandrovKadomtsev model, the viscoelastic model with an exponential kernel of relaxation, the aggregated model based on the Hertz model and the unloading curve [5][6][7][8][9][10].…”

Section: Contact Problemmentioning

confidence: 99%

“…In these cases [3,5,7,9,11,12,13] the maximum impact force of a wheel with a flat spot on rail is determined as:…”

Section: The Determination Of the Stresses In The Interaction Of Wheementioning

confidence: 99%

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Modeling the dynamic behavior of railway track taking into account the occurrence of defects in the system wheel-rail

et al. 2017

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Abstract. This paper investigates the influence of wheel defects on the development of rail defects up to a state where rail prompt replacement becomes necessary taking into account different models of the dynamic contact between a wheel and a rail. In particular, the quasistatic Hertz model, the linear elastic model and the elastoplastic Aleksandrov-Kadomtsev model. Based on the model of the wheel-rail contact the maximum stresses are determined which take place in the rail in the presence of wheel defects (e.g. flat spot, weld-on deposit, etc.). In this paper, the solution of the inverse problem is presented, i.e., investigation of the influence of the strength of a wheel impact upon rails on wheel defects as well as evaluation of the stresses emerging in rails. During the motion of a railway vehicle, the wheel pair position in relation to rails changes significantly, which causes various combinations of wheel-rail contact areas. Even provided the constant axial load, the normal stresses will substantially change due to the differences in the radii of curvature of contact surfaces of these areas, as well as movement velocities of railway vehicles.

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Section: The Determination Of the Stresses In The Interaction Of Wheesupporting

confidence: 85%

Section: The Determination Of the Stresses In The Interaction Of Wheementioning

confidence: 85%

Section: Contact Problemmentioning

confidence: 99%

“…In these cases [3,5,7,9,11,12,13] the maximum impact force of a wheel with a flat spot on rail is determined as:…”

Section: The Determination Of the Stresses In The Interaction Of Wheementioning

confidence: 99%

See 2 more Smart Citations

Modeling the dynamic behavior of railway track taking into account the occurrence of defects in the system wheel-rail

et al. 2017

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show abstract

“…In this case different contact models can be applied for the analysis, i.e., the quasistatic Hertz model, the linear elastic model, two elastoplastic contact models: the Aleksandrov-Kadomtsev model and the Kilchevsky model, the viscoelastic model with an exponential kernel of relaxation, the aggregated model based on the Hertz model and the unloading curve, and the viscoelastic model with the Riemann-Liouville fractional derivatives [5][6][7][8][9][10]. 2) The linear elastic model [7,9,11]…”

Section: Contact Problemmentioning

confidence: 99%

Modelling of the dynamic contact between a wheel of a moving railway vehicle and rails with evaluation of defects emerging upon their interaction. Part 1. The defects of the rail and models of contact

Loktev¹,

Sychev²,

Vinogradov³

et al. 2017

ams

Self Cite

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This paper investigates the influence of wheel defects on the development of rail defects up to a state where rail prompt replacement becomes necessary taking into account different models of the dynamic contact between a wheel and a rail. In particular, the quasistatic Hertz model, the linear elastic model, the elastoplastic Kilchevsky model, the elastoplastic Aleksandrov-Kadomtsev model, the viscoelastic model with unloading, and the viscoelastic model with the Riemann-Liouville fractional derivatives are used for the analysis. During the motion of a railway vehicle, the wheel pair position in relation to rails changes significantly, which causes various combinations of wheel-rail contact areas. Even provided the constant axial load, the normal stresses will substantially change due to the differences in the radii of curvature of contact surfaces of these areas, as well as movement velocities of railway vehicles.

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Automated System for Monitoring the Upper Structure of the Railway Track for Extreme Arctic Conditions

Loktev

2020

Lecture Notes in Civil Engineering

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Non-elastic models of interaction of an impactor and an Uflyand–Mindlin Plate

Cited by 15 publications

References 12 publications

Modeling the dynamic behavior of railway track taking into account the occurrence of defects in the system wheel-rail

Modeling the dynamic behavior of railway track taking into account the occurrence of defects in the system wheel-rail

Modelling of the dynamic contact between a wheel of a moving railway vehicle and rails with evaluation of defects emerging upon their interaction. Part 1. The defects of the rail and models of contact

Automated System for Monitoring the Upper Structure of the Railway Track for Extreme Arctic Conditions

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