XFEM Crack Propagation Under Rolling Contact Fatigue

Trollé, B.; Baietto, Marie-Christine; Gravouil, Anthony; Mai, S.H.; Nguyen-Tajan, Thi Mac-Lan

doi:10.1016/j.proeng.2013.12.131

Cited by 20 publications

(10 citation statements)

References 16 publications

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“…With increasing service time of rail, fatigue cracks propagate along the depth direction, and the angle between the crack surface and the rail surface will increase, even to 75 to 90 degrees. 5,9 As can be seen from Figure 13(a), the longitudinal residual compressive stress decreases gradually with increasing depth, and then changes from compression to tension, in another word, with increasing depth, the inhibiting effect of longitudinal residual stress on fatigue crack propagation gradually weakens, and eventually transforms into promoting effect. This may be part of the reason that the angle between the crack surface and the rail surface increases with increasing depth.…”

Section: Influence Of Factors On Residual Stressmentioning

confidence: 94%

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Study on the residual stress distribution of railway rails

Chen

Wang

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part C:

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Rolling contact fatigue damage of rails is significantly influenced by residual stresses. A three-dimensional elastic-plastic finite element model of wheel–rail contact was established in the present study, and the influence of initial stresses resulting from rail manufacturing process on the residual stress distribution of rails was analyzed. The repeated rolling passes were simulated and the stable residual stress distribution of rails was obtained. The influence of factors, such as wheel load, friction coefficient, and longitudinal creep rate, on the residual stress distribution of rails was investigated. It is found that within the limited special scale affected by the wheel–rail contact, the difference between the longitudinal residual stress with initial stresses applied and that without initial stresses applied becomes quite small once enough rolling passes have occurred (i.e., 10 rolling passes). When the initial stresses are applied, the longitudinal residual compressive stress on wheel–rail contact center of the rail is approximately 500 MPa. The residual compressive stress decreases with the increasing depth and changes from compression to tension at the depth of 6 mm beneath wheel–rail contact center of the rail. The wheel load mainly affects the residual stress distribution along the depth direction beneath rail surface. The friction coefficient mainly affects the residual stress distribution on the rail surface. The longitudinal creep rate has a great influence on the longitudinal residual stresses at the surface and along the depth of the rail.

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Section: Influence Of Factors On Residual Stressmentioning

confidence: 94%

“…1–3 Residual stress will affect the initiation position, propagation rate, and propagation angle of RCF cracks of rails. 4–9 To better assess RCF damage, it is critical to understand the residual stress distribution of rails.…”

Section: Introductionmentioning

confidence: 99%

Study on the residual stress distribution of railway rails

Chen

Wang

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part C:

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“…Finally, it is interesting to note that the curves in Figs. 17, indicate the existence of the discontinuity point at = 90 • . This is the point at which the two cracks of the Star intersect each other, and the singularity at this point cannot be treated by fracture mechanics.…”

Section: Non-symmetrical Configuration: Orientation and Offset Of Star Featurementioning

confidence: 99%

“…In such a study the assumption of the pre-existing crack can be relaxed, by simulating explicitly the crack initiation and its propagation in RCF. The XFEM based simulation of crack propagation under RCF in rails was presented in [17], and simulation of crack initiation/propagation under uniaxial load in Si 3 N 4 using a cohesive elements model with adaptive remeshing in [14]. Note, that differently from [14], where only the mode I (crack opening) was considered, the RCF simulations have to relate to the mixed mode and to the crack faces contact interaction (occurring when a crack is closed under compressive stress).…”

Section: Introductionmentioning

confidence: 99%

Modelling the criticality of silicon nitride surface imperfections under rolling and sliding contact

Zolotarevskiy

Kadin²,

Vieillard³

et al. 2020

Tribology International

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Ceramic rolling elements of hybrid bearings may initially include surface imperfections. In order to provide reliable operation of a bearing, the criticality of such imperfections under rolling contact fatigue is examined by defining them as Star features: intersecting semi-elliptical surface cracks. Parametric study is conducted using Finite Element Method and discussed with help of previously published experimental observations. The effects of the Star feature morphology and configuration, contact pressure and crack face friction are investigated in terms of stress intensity factors. Possible crack propagation scenarios are explained in the present study.

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“…Dang Van et al [91] developed a comprehensive simulation approach to model the initiation and propagation of transverse cracks induced by rolling-sliding contact load. Trollé et al [92] studied and modelled rolling contact fatigue cracks in rail head using XFEM. Zhao et al [93] investigated the SIFs of head cracks in 3D using finite element modelling (FEM) with ANSYS/LS-DYNA.…”

Section: Rail Steelmentioning

confidence: 99%

Fatigue crack growth studies on welded joints with multiple weld toe cracks

Tsang¹

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XFEM Crack Propagation Under Rolling Contact Fatigue

Cited by 20 publications

References 16 publications

Study on the residual stress distribution of railway rails

Study on the residual stress distribution of railway rails

Modelling the criticality of silicon nitride surface imperfections under rolling and sliding contact

Fatigue crack growth studies on welded joints with multiple weld toe cracks

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