The influence of high temperature due to high adhesion condition on rail damage

Vo, Khoa; Tieu, Anh Kiet; Zhu, Hong Tao; Kosasih, P.B.

doi:10.1016/j.wear.2015.01.059

Cited by 33 publications

(18 citation statements)

References 46 publications

(85 reference statements)

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“…In the “Experimental results” section, it can be found that the running speed has a significant influence on the wheel–rail adhesion level. In the previous studies, 24,35–38 the effect of speed on rolling contact behaviour is usually investigated involving a constant adhesion coefficient, i.e. ignore the decrease of adhesion coefficient with speed increasing.…”

Section: Simulations and Discussionmentioning

confidence: 99%

“…Ertz and Knothe, 22 Wu et al., 23 and Vo et al. 24 employed analytical and numerical methods to determine the temperature rise at the wheel–rail interface, and the temperature can reach more than 600 ℃. Such high temperatures can reduce the performance of the wheel and rail material including the yield stress, elastic modulus, and ultimate strength, 25–27 hence plastic deformation can easily occur even subjected to a low load.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Wheel–rail low adhesion issues and its effect on wheel–rail material damage at high speed under different interfacial contaminations

Wen

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part C:

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The objective of this paper is to ascertain the wheel–rail low adhesion mechanism using a high-speed wheel–rail rolling contact test rig under different interfacial contaminations. Based on the experimental results, a numerical method was proposed to investigate the wheel–rail wear and rolling contact fatigue due to low adhesion issues. The experimental results indicated that the wheel–rail low adhesion phenomena can happen under interfacial liquid contaminations, especially at high-speed running condition. Preliminary numerical investigations showed that the low adhesion condition can easily lead to sliding hence serious wear, especially at the speed between 160 km/h and 200 km/h. The temperature rise within the contact patch can be significantly more severe once wheel and rail are in full slip, causing rolling contact fatigue due to material softening.

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Section: Simulations and Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Wheel–rail low adhesion issues and its effect on wheel–rail material damage at high speed under different interfacial contaminations

Wen

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part C:

View full text Add to dashboard Cite

show abstract

“…For E and EP models, the material properties at the initial temperature were used. Temperature dependency parameters are listed in Tables I and II (Vo et al, 2015;Talamini et al, 2005).…”

Section: Finite Element Modelmentioning

confidence: 99%

Thermo-mechanical analysis of train wheel-rail contact using a novel finite-element model

Yang

Zhao

et al. 2020

ILT

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Purpose The purpose of this paper is to develop a novel method for analyzing wheel-rail (W-R) contact using thermo-mechanical measurements and study the effects of heating on the characteristics of W-R contact under different creepages. Design/methodology/approach This study developed an implicit-explicit finite element (FE) model which could solve both partial slip and full sliding problems by setting different angular velocities on the wheels. Based on the model, four material types under six different creepages were simulated. Findings The results showed that frictional heating significantly affected the residual stress distribution under large creepage conditions. As creepage increased, the temperature of the wheel tread and rail head rose and the peak value was located at the trailing edge of the contact patch. Originality/value The proposed FE model could reduce computational time and thus cost to about one-third of the amount commonly found in previous literature. Compared to other studies, these results are in good agreement and offer a reasonable alternative method for analyzing W-R contact under various conditions. Peer review The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-07-2019-0298

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“…The simulation domain comprises of 25137 elements and 113777 nodes. To standardize the simulation, element size is decided by comparing results for three different element sizes with the analytical results (Srivastava et al, 2013) and numerical results (Vo et al, 2015) for the chosen contact loading zone. Thereby, it is found, 1 mm size to provide the best outcome as suggested in (Srivastava et al, 2014).…”

Section: Finite Element Modelmentioning

confidence: 99%

Rolling Contact Fatigue Life of Rail for Different Slip Conditions

Srivastava

Sarkar

Meesala

et al. 2017

Lat. Am. j. solids struct.

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A three-dimensional elastic-plastic finite element analysis (FEA) is carried out to estimate the rolling contact fatigue (RCF) crack initiation life for varied slip range on the rail arising from operational variations. The wheel load produces Hertzian contact pressure. Variation in engine traction induces slip variations that evolves thermal load in terms of heat flux. The aperiodic rolling of wheel on rail develops non-proportional multiaxial fatigue loading. Present study combines these effects by translating the wheel load on rail for multiple (twelve) pass in presence of thermal load, contact pressure and traction through a proposed simulation. The temperature dependent Chaboche material model with nonlinear kinematic hardening law is implemented to estimate the stresses and plastic strains governing the multiaxial fatigue condition at the interface. The location of maximum von Mises stress, found at a material point on or a layer below the rail-head, contemplates the fatigue crack initiation site. A coded search algorithm helps to identify the critical plane of crack initiation corresponding to the maximum fatigue parameter (FP). In contrast to available predictions of RCF life considering contact pressure and/or traction or frictional heat in isolation, present study combines all these loads together and provides a more realistic result by numerical simulation.

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The influence of high temperature due to high adhesion condition on rail damage

Cited by 33 publications

References 46 publications

Wheel–rail low adhesion issues and its effect on wheel–rail material damage at high speed under different interfacial contaminations

Wheel–rail low adhesion issues and its effect on wheel–rail material damage at high speed under different interfacial contaminations

Thermo-mechanical analysis of train wheel-rail contact using a novel finite-element model

Rolling Contact Fatigue Life of Rail for Different Slip Conditions

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