Classification and Consideration of Plasticity Phenomena in Wheel-Rail Contact Modelling

Six, Klaus; Meierhofer, Alexander; Trummer, Gerald; Marte, Christof; Müller, Gabor; Luber, Bernd; Dietmaier, Peter; Rosenberger, Martin

doi:10.4203/ijrt.5.3.3

Cited by 5 publications

(8 citation statements)

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“…In both cases, the following behaviour can be observed: While the resulting contact stresses continuously grow with the wheel load the damage parameter decreases at high loads. The reason for that behaviour is that with increasing load the microstructure changes to large plastic shear deformation regime with low propensity for RCF crack initiation (see Six et al 14 ).…”

Section: Results Of the Ocd Modelmentioning

confidence: 99%

“…In this context, it is important to have a clear view on the occurring plasticity effects. Thus, a classification of plasticity phenomena has been introduced (see Six et al 14 ) which will be explained in the following subsections.…”

Section: Plasticity In Wheel-rail Contactmentioning

confidence: 99%

“…Thus, a classification of plasticity phenomena has been introduced (see Six et al. 14 ) which will be explained in the following subsections.…”

Section: Plasticity In Wheel–rail Contactmentioning

confidence: 99%

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Plasticity in wheel–rail contact and its implications on vehicle–track interaction

Six

Meierhofer

Trummer

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part F:

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Vehicle-track interaction in railway operation is highly influenced by physical processes within the wheel-rail contact. Thus, accurate prediction models describing these processes are of high importance. Such models have to take into account the plasticity phenomena appropriately because such phenomena generally occur in the near-surface layers of wheels and rails in railway operation. Within the contact zone, two plasticity effects occur: 'global' plastification in the order of hundreds of microns up to millimetres due to the general loading situation and 'tribological' plastification in the order of microns due to surface effects (e.g. roughness) which is always accompanied by the wear process. State-of-theart models do not take into account these effects sufficiently. The main ideas of the so-called overall wheel-rail contact and damage model taking into account the mentioned plasticity phenomena are presented together with typical results of the model.

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Section: Results Of the Ocd Modelmentioning

confidence: 99%

Section: Plasticity In Wheel-rail Contactmentioning

confidence: 99%

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Plasticity in wheel–rail contact and its implications on vehicle–track interaction

Six

Meierhofer

Trummer

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…The curvature of the wheel in the longitudinal direction is defined by: (11) where r r side defines the position vector of the rail profile for a given r side s , which is interpolated from the rail database, and r, r side P is the position vector between the rail profile origin and the point P of the rail, as shown in Fig. 3 (12) where ( For the rail, the normal vector to its surface is required [1,28], being the normal vector at point P written as:…”

Section: (A) the Rotation Matrixmentioning

confidence: 99%

“…In railway dynamics, the vehicle-track interaction has been studied mostly through multibody simulations where railway vehicles, running in tracks with realistic operation conditions, are analysed in a virtual environment [2]. By using these tools, virtual homologation [3][4][5][6], prediction of wear and rolling contact fatigue of wheels and rails [7][8][9][10][11][12], among other studies can be performed. A key ingredient in all these case studies is the wheel-rail contact model, which evaluates the contact reactions forces developed over the wheel-rail contacting area [13][14][15][16][17][18][19].…”

Section: Introductionmentioning

confidence: 99%

Implementation of a non-Hertzian contact model for railway dynamic application

et al. 2019

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Lateral coordinate of the wheel surface xL Length of the strip x,y,z Cartesian coordinates y0 One dimension of the SDEC α Direction of the linear creepage γ Tangent angle of the cross-section γ Right-hand side of the acceleration constraint equations vector δ Penetration magnitude max  Maximum penetration velocity ΔFx Deviation of the longitudinal creep force ΔFy Deviation of the lateral creep force ΔMz Deviation of the spin creep moment Δr Step size for the radial coordinate Δs Width of the strip Δθ Step size for the angular coordinate ε Parameter that takes into account the existing deformation η Normalized lateral creepage θ Angular coordinate κ Curvature λ Lagrange multipliers vector μ Friction coefficient ν Magnitude of the linear creepages ξ Normalized longitudinal creepage σ Poisson ratio υx Longitudinal creepage υy Lateral creepage φ Spin creepage Φq Jacobian matrix of the constraint equations χ Normalized spin creepage ψ Shape factor of SDEC ω Angular velocity vector

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Rolling contact fatigue: Spalling versus transverse fracture of rails

Steenbergen

2017

Wear

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Classification and Consideration of Plasticity Phenomena in Wheel-Rail Contact Modelling

Cited by 5 publications

References 0 publications

Plasticity in wheel–rail contact and its implications on vehicle–track interaction

Plasticity in wheel–rail contact and its implications on vehicle–track interaction

Implementation of a non-Hertzian contact model for railway dynamic application

Rolling contact fatigue: Spalling versus transverse fracture of rails

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