A semi-analytical numerical method for modelling the normal wheel–rail contact

Qazi, Aquib; Yin, Haiping; Sébès, Michel; Chollet, Hugues; Pozzolini, Cédric

doi:10.1080/00423114.2020.1854319

Cited by 10 publications

(5 citation statements)

References 30 publications

(42 reference statements)

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“…As the normal contact results when using the S1002-UIC60 vary considerably for small variations of the wheel position t y (e.g. see the comparison of normal wheel-rail contact methods in [15]), we restrict ourselves to the contact patches presented in Fig. 4 to focus on the behaviour of the tangential contact algorithm.…”

Section: Resultsmentioning

confidence: 99%

“…In the statistical studies presented in [17] and [12] for Hertzian contact patches, the ellipse ratio is considered as an additional varying parameter. Introducing a contact patch parameter in a non-Hertzian case is not so simple, where the normal contact results differ considerably depending on the method that is used [15], and is therefore not considered in this study. A design of experiments is constructed with 8000 simulations, using the FASTSIM SH algorithm with both the semi-ellipsoidal and weighted parabolic traction bounds, and the program CONTACT for different combinations of the creepages acting on the contact patches presented in Fig.…”

Section: Resultsmentioning

confidence: 99%

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An Extension of FASTSIM for Steady State Non-Hertzian Contact

Qazi

Sébès

Chollet

et al. 2022

Lecture Notes in Mechanical Engineering

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The FASTSIM algorithm is widely used in multi-body simulation (MBS) software packages for the evaluation of the tangential wheel-rail contact forces in a steady state. As the algorithm is restricted to Hertzian contact patches, a strip-based local approach is proposed to extend FASTSIM to non-elliptical contact cases. The paper presents this tangential contact approach in detail, which was briefly introduced by Ayasse & Chollet along with the semi-Hertzian method. The contact stresses and their directions are compared with the reference results from the program CONTACT. Different settings for the traction bound are explored to determine their influence on the contact stresses, creep forces, and the limits of the saturation zone in the case of wheel-rail contact. A design of experiments is constructed for a non-Hertzian contact case, with different combinations of the longitudinal, lateral, and spin creepages. The absolute error in the normalised creep forces is used as the quantity of interest and found to be consistent with results in the literature for Hertzian contact cases using FASTSIM.

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Section: Resultsmentioning

confidence: 99%

Section: Resultsmentioning

confidence: 99%

An Extension of FASTSIM for Steady State Non-Hertzian Contact

Qazi

Sébès

Chollet

et al. 2022

Lecture Notes in Mechanical Engineering

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“…Several contact problems have been solved using BEM analysis. 4,[89][90][91][92] Knothe and LeThe 90 proposed a contact model based on BEM. They divided the contact patch into strips while the contact pressure distribution in the rolling direction is assumed to be elliptical.…”

Section: Numerical Simulation Methodsmentioning

confidence: 99%

Wheel-rail contact and friction models: A review of recent advances

Fang

Jaafar

Zhou

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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Rail transportation is regarded as a reliable, quick, and secure mode of transportation. The wheel-rail contact interaction is crucial to the railway operation since it is responsible for supporting, traction, braking, and steering of railway vehicles. Improper wheel-rail interactions may produce or exacerbate wheel-rail interface issues such as rolling contact fatigue (RCF) and wear, which can threaten the vehicle’s running safety and stability. A review of the evolution and recent literature on wheel-rail contact mechanics and tribology is presented here. Topics covered include the basics of wheel-rail contact problem and methodologies for modeling both the normal contact (Hertzian and non-Hertzian) and tangential contact (Kalker’s theories including CONTACT and FASTSIM algorithms, Polach’s theory, USETAB program, etc.). The paper also reviewed various effects of contaminants and environmental conditions (water, leaves, sand, temperature, humidity, etc.) in wheel-rail contact. Various wheel-rail empirical adhesion models like the Water-induced low adhesion creep force model (WILAC) model and adhesion models based on elastohydrodynamic lubrication (EHL) theory (Greenwood-Tripp [GT] and Greenwood-Williamson [GW] models) are also reviewed. Lastly, the paper discusses the need and challenges for developing and integrating the wheel-rail non-Hertz contact model and adhesion model, as well as open areas for further research.

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“…In this application we choose the load as a maximum in the middle and it tends towards zero in the edges of the contact, The possible load to model in this distribution is the normal Hertzian load expressed in the form [25]: Where a is the half-width of the contact and p0 the maximum load in the middle of the contact given by:…”

Section: 23mentioning

confidence: 99%

Simulation of the surface and volume stress in the contact archwire/bracket for classical friction and critical contact angle

El Kouifat,

Zniker,

Feddal

et al. 2024

IRASE

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AimThe occlusion of the teeth is affected due to the appearance of micro-cracks resulting from maximum stresses in the contact zones between the wire and the bracket under normal and tangential loading. The objective of this study is to evaluate the surface and volume constraints in the presence of bonding and partial sliding zones on the contact surface between wires and supports. Knowledge of these stress fields will make it possible to better limit the surfaces where most of the micro-cracks occur. Indeed, the evaluation of the stress will facilitate the modelling or application of established micro crack models on this subject, because the initiation of micro-cracks often appears on the contact surface or just below it.Materials and methodsIn this study, the two most common situations of contact between the wire and the bracket were studied; the first corresponds to the situation where the wire is positioned in the center of the support (classic friction), and the second corresponds to the situation where the inclined wire touches the ends of the supports (critical contact angle).The MATHCAD software was used to simulate the damage zones for normal loading in the two cases studied (classic friction, critical contact angle). We proposed a Hertzian loading for the first case and a linear loading for the second case. Also, the effect of the additional load during wire tightening applied by the orthodontist was studied.ResultsThe charge concentration is located above the contact zone, of the order of 0.3P0 (pressure per unit of arbitrary normal length), according to Mathcad simulation results. The adhesion zone/micro-slip zone contact generates the largest tangential load, which is directed towards the side experiencing the most stress. We also observed that the stick area shifts towards the recessed side when the additional load is applied. Additionally, comparing the configurations, the critical contact angle resulted in a higher maximum shear stress.

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A semi-analytical numerical method for modelling the normal wheel–rail contact

Cited by 10 publications

References 30 publications

An Extension of FASTSIM for Steady State Non-Hertzian Contact

An Extension of FASTSIM for Steady State Non-Hertzian Contact

Wheel-rail contact and friction models: A review of recent advances

Simulation of the surface and volume stress in the contact archwire/bracket for classical friction and critical contact angle

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