Simulation of Coupling Relationship between Wheel Rolling Contact Fatigue and Wear

Track properties such as rail inclination, cant and gage width have significant effects on the shape and size of the contact area, actual rolling radius and also on the contact forces. These effects have an important role on rolling contact fatigue (RCF) which is known to be the main reason for large portion of wheel set failures and expenses. In this study the wheel/rail dynamic interaction of an Iranian railway passenger wagon under different track features are investigated through simulations using ADAMS\Rail commercial software. The calculated results regarding contact load data and contact properties of the wheel and rail are used for fatigue analysis to calculate RCF damage to the wheels using damage criteria based on previous studies. Two major parameters believed to have serious roles on RCF are the contact stress and the tangential force in the contact patch. These parameters are obtained from vehicle dynamic simulation studies. This paper describes and compares effects of different track geometries in curved and tangent tracks on RCF of three different wheel profiles S1002, P8 and IR1002. It is to identify which combinations of wheel load, wheel and rail profiles and vehicle dynamic characteristics cause RCF more severely.

Download Full-text

Effects of axle load transfer on wheel rolling contact fatigue of high-power AC locomotives with oblique traction rods

International Journal of Fatigue ◽

10.1016/j.ijfatigue.2020.105748 ◽

2020 ◽

Vol 139 ◽

pp. 105748

Author(s):

Yongfeng Liu ◽

Tao Jiang ◽

Xin Zhao ◽

Zefeng Wen ◽

Xuesong Jin

Keyword(s):

High Power ◽

Load Transfer ◽

Rolling Contact Fatigue ◽

Contact Fatigue ◽

Rolling Contact ◽

Wheel Rolling

Download Full-text

Investigation on rail corrugation grinding criterion based on coupled vehicle–track dynamics and rolling contact fatigue model

Journal of Vibration and Control ◽

10.1177/1077546321989201 ◽

2021 ◽

pp. 107754632198920

Author(s):

Hongqin Liang ◽

Wei Li ◽

Zhijun Zhou ◽

Zefeng Wen ◽

Shaoguang Li ◽

...

Keyword(s):

Rolling Contact Fatigue ◽

Contact Fatigue ◽

Rolling Contact ◽

Operating Speed ◽

Rail Corrugation ◽

Track Dynamics ◽

Rail Grinding ◽

Wheel Rolling ◽

Longitudinal Roughness ◽

Fatigue Model

Based on the measured spectra of rail roughness and track structures longitudinal roughness, the rail grinding limit is studied with the help of an established coupled dynamic metro vehicle–track model and a rolling contact fatigue model. The results indicate that metro rail grinding control should be regulated according to corrugation wavelength range and operating speed. Based on the rolling contact fatigue model, longer wavelength of rail corrugation has less influence on the wheel rolling contact fatigue. For the metro lines with a maximum operating speed of 80 km/h, the average levels of rail corrugation in the wavelength ranges of 30–65 mm, 65–125 mm, and 125–250 mm should be less than 5.4, 24.8, and 33.8 dB re 1 μm, respectively; for the ones with the operating speed of 80–120 km/h, the corresponding average corrugation levels in the three wavelength ranges should be less than 4.4, 9.8, and 29.8 dB re 1 μm, respectively.

Download Full-text

Numerical analysis of the influence of liquid on propagation of a rolling contact fatigue crack

Frattura ed Integrità Strutturale ◽

10.3221/igf-esis.42.6 ◽

2017 ◽

Author(s):

Mirosaw Olzak ◽

Janusz Piechna ◽

Pawe Pyrzanowski

Keyword(s):

Fatigue Crack ◽

Reynolds Equation ◽

Rolling Contact Fatigue ◽

Fluid Motion ◽

Contact Fatigue ◽

Rolling Contact ◽

Wheel Load ◽

One Dimensional ◽

Wheel Rolling ◽

Crack Faces

Numerical investigations of the propagation of rolling contact fatigue crack filled by the liquid have been conducted. Two models of fluid – crack interaction have been considered. In the first model called “hydrostatic” the assumption of incompressible, inviscid and weightless liquid was accepted. It was also assumed that due to the wheel load the trapped liquid could not get outside the crack and its volume remained constant until the rising pressure would open up the crack mouth again. On this assumption the analysis has a steady-state character. In the second model it has been assumed that the crack is filled by the viscous, incompressible fluid and the fluid motion as well as the resulting pressure distribution can be represented by one-dimensional form of the Reynolds equation. The method for solving the problem of the coupled motion of liquid and crack faces has been developed and series of calculation were made. The method has been employed for the predicting of crack deformation in the course of wheel rolling.

Download Full-text