Research on the failure mechanism of elastic strip fracture in corrugated sections of metros

Cui, Xiaolu; Bao, Pengyu; Li, Tong; Wei, Qi

doi:10.1016/j.engfailanal.2022.106837

Cited by 26 publications

(7 citation statements)

References 30 publications

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“…The machine is stopped for a static load test when the cycle times reach 50,000, 100,000, 200,000, 500,000, 800,000, 1,000,000, 1,500,000, and 2,000,000. The model is observed during the test process for cracking and other abnormal phenomena, and after each loading, three data acquisitions are completed [29][30][31][32][33].…”

Section: Experimental Loading Processmentioning

confidence: 99%

Study on Fatigue Cracking of Diaphragm’s Arc Opening of OSD in Steel Bridges by Using Biaxial Stress Method

Zeng

Kang

et al. 2023

Materials

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Changes in loading position have a significant impact on the stress field of each vulnerable area of an orthotropic steel deck (OSD). The arc opening area of the diaphragm and the connecting area between the U-rib and the diaphragm under the moving load are prone to fatigue cracking. By comparing the stress responses under different methods, the hot spot stress (HSS) method is used as the main stress extraction method in fatigue performance evaluation. The control stress of fatigue cracking was analyzed by comparing the direction of the principal stress field with the crack direction in this experiment. According to the stress amplitude deviation under the biaxial stress state, a set of methods for evaluating the effects of in-plane biaxial fatigue was developed. An improved luffing fatigue assessment S–N curve was applied to analyze the fatigue life of the diaphragm’s arc opening area. The results show that when the moving load is exactly above the connection of the deck and the web of the U-rib on one side, it is in the most unfavorable position in the transverse direction, and the diaphragm is mainly under the in-plane stress state. The longitudinal range of the stress influence line of the arc opening is approximately twice the diaphragm spacing. Two to three stress cycles are caused by one fatigue load. Fatigue crack control stress is the principal stress tangential to the arc opening’s edge in this area. The normal direction of the principal stress in the model test is roughly consistent with the crack initiation direction. The variation in the stress amplitude deviation in this area is caused by changes in the action position of the moving load. When the moving load is at a certain distance from the involved diaphragm, it is reduced to zero, implying that the in-plane fatigue effect is the greatest in this area.

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Section: Experimental Loading Processmentioning

confidence: 99%

Study on Fatigue Cracking of Diaphragm’s Arc Opening of OSD in Steel Bridges by Using Biaxial Stress Method

Zeng

Kang

et al. 2023

Materials

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“…They found that stress concentration and fatigue failure occurred in the rear leg section of the W-shaped clips. Studies by Cui et al 2 and Hasap et al 3 have shown that under stable running conditions of railway trains, railway track components can operate, maintain, and be replaced according to design standards without premature damage. However, under typical wheel-rail coupling conditions such as rail corrugation, 4,5 uneven welding joints, 6,7 or wheel polygonal wear, 8 additional high-frequency excitation responses occur on the rail, leading to premature damage and failure of track components, particularly the clips.…”

Section: Introductionmentioning

confidence: 99%

Development of a novel continuum damage mechanics‐based machine learning approach for vibration fatigue assessment of fastener clip subjected to high‐frequency vibration

Dong,

Zhan,

Sun

et al. 2024

Fatigue Fract Eng Mat Struct

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This paper proposes a novel method based on continuum damage mechanics (CDM) and machine learning (ML) models to evaluate the vibration fatigue behavior of W1‐type railway fastener clips subjected to high‐frequency vibration. Firstly, static and fatigue tests are conducted on 60Si2Mn spring steel to acquire elastic modulus, tensile strength, and P‐S‐N curves. Subsequently, a CDM model is established, and numerical simulations are performed under various working conditions to obtain the fatigue characteristics of the clips. Finally, the ML model is trained using numerical simulation results, thereby establishing a mapping model between the working conditions and fatigue characteristics. The developed ML model demonstrates high accuracy in predicting the vibration fatigue life of the clips. Moreover, the Shapley Additive Explanations (SHAP) algorithm is employed to elucidate the ML model, revealing that the vibration frequency has a greater impact on the fatigue life of the clips compared to the vibration displacement.

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“…There is an urgent rail profile design that needs to improve the vehicle dynamic and reduce rail wear. 2,3,4 Rail profile design is the core of rail profile optimization, and many scholars have researched the optimal design methods for rail profiles. Magel et al 5 proposed the Apummelling model to study the operation performance of railway vehicle.…”

Section: Introductionmentioning

confidence: 99%

“…There is an urgent rail profile design that needs to improve the vehicle dynamic and reduce rail wear. 2,3,4…”

Section: Introductionmentioning

confidence: 99%

Optimization of rail profile design for high-speed lines based on Gaussian function correction method

Dai

Gui

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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As high-speed trains operate at a higher speed, the problem of rail wear is more serious. In this paper, a new Gaussian function correction (GFC) method is proposed to design the new rail profile, two parameters are introduced to control the removal area. Then a high-speed train vehicle dynamic model is established, the Kriging surrogate model (KSM) is used to reduce the number of simulations and the Non dominated sorting genetic algorithm-II (NSGA-II) algorithm is used to optimize the rail profile. Finally, the dynamic characteristics and wheel/rail wear evolution of the optimized profile are analyzed. The results show that the dynamic performance of the optimized rail profile has been improved. The maximum wear depth of the optimized rail profile is reduced by 15.63% when passing a total weight of 16 Mt. The wheel wear depth of S1002CN profile contact with CHN60OPT is reduced by 4.8%. The proposed GFC method can quickly generate a new rail profile and has good engineering significance for rail grinding. The GFC-KSM-NSGA- II method can be used to optimize the rail profiles for high-speed lines, and it can further guide the operation and maintenance.

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Research on the failure mechanism of elastic strip fracture in corrugated sections of metros

Cited by 26 publications

References 30 publications

Study on Fatigue Cracking of Diaphragm’s Arc Opening of OSD in Steel Bridges by Using Biaxial Stress Method

Study on Fatigue Cracking of Diaphragm’s Arc Opening of OSD in Steel Bridges by Using Biaxial Stress Method

Development of a novel continuum damage mechanics‐based machine learning approach for vibration fatigue assessment of fastener clip subjected to high‐frequency vibration

Optimization of rail profile design for high-speed lines based on Gaussian function correction method

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