Simulations of roughness growth on rails - Results from a 2D non-Hertzian, non-steady contact model

Research output: Contribution to journalArticle

11 Citations (Scopus)

Abstract

A new model for simulating rail roughness growth on tangent track is presented in this paper. The model consists of three relatively independent components: (1) a time-domain vehicle/track interaction model; (2) a 2D non-Hertzian and non-steady wheel/rail contact model; and (3) a wear model. Wheel/rail contact forces for a given initial roughness obtained from the vehicle/track interaction model are used by the contact model to calculate the contact patch size, normal pressure and tangential stresses with material removal assumed to be linearly proportional to the friction work in the contact patch. The roughness profile is updated and fed back into vehicle/track interaction model. The 2D contact model is initially compared with a 3D model for various wavelength of initial sinusoidal roughness. Long term roughness growth is then simulated with the 2D contact model. Simulation shows that all initial sinusoidal roughness of wavelengths between 20-100mm are levelled out. The wavelength-fixing mechanism, that has previously been used to explain the cause of corrugation, is not found in the present investigations.

LanguageEnglish
Pages117-128
Number of pages12
JournalVehicle System Dynamics
Volume46
Issue number1-2
DOIs
Publication statusPublished - Jan 2008
Externally publishedYes

Fingerprint

Rails
Surface roughness
Wavelength
Wheels
Railroad tracks
Wear of materials
Friction

Cite this

@article{be57a3205756422d8a027f887d0430cb,
title = "Simulations of roughness growth on rails - Results from a 2D non-Hertzian, non-steady contact model",
abstract = "A new model for simulating rail roughness growth on tangent track is presented in this paper. The model consists of three relatively independent components: (1) a time-domain vehicle/track interaction model; (2) a 2D non-Hertzian and non-steady wheel/rail contact model; and (3) a wear model. Wheel/rail contact forces for a given initial roughness obtained from the vehicle/track interaction model are used by the contact model to calculate the contact patch size, normal pressure and tangential stresses with material removal assumed to be linearly proportional to the friction work in the contact patch. The roughness profile is updated and fed back into vehicle/track interaction model. The 2D contact model is initially compared with a 3D model for various wavelength of initial sinusoidal roughness. Long term roughness growth is then simulated with the 2D contact model. Simulation shows that all initial sinusoidal roughness of wavelengths between 20-100mm are levelled out. The wavelength-fixing mechanism, that has previously been used to explain the cause of corrugation, is not found in the present investigations.",
keywords = "Corrugation, Non-Hertzian contact, Non-steady rolling contact, Rail roughness, Vehicle/track interaction, Wheel/rail contact",
author = "G. Xie and Iwnicki, {S. D.}",
year = "2008",
month = "1",
doi = "10.1080/00423110701821767",
language = "English",
volume = "46",
pages = "117--128",
journal = "Vehicle System Dynamics",
issn = "0042-3114",
publisher = "Taylor and Francis Ltd.",
number = "1-2",

}

Simulations of roughness growth on rails - Results from a 2D non-Hertzian, non-steady contact model. / Xie, G.; Iwnicki, S. D.

In: Vehicle System Dynamics, Vol. 46, No. 1-2, 01.2008, p. 117-128.

Research output: Contribution to journalArticle

TY - JOUR

T1 - Simulations of roughness growth on rails - Results from a 2D non-Hertzian, non-steady contact model

AU - Xie, G.

AU - Iwnicki, S. D.

PY - 2008/1

Y1 - 2008/1

N2 - A new model for simulating rail roughness growth on tangent track is presented in this paper. The model consists of three relatively independent components: (1) a time-domain vehicle/track interaction model; (2) a 2D non-Hertzian and non-steady wheel/rail contact model; and (3) a wear model. Wheel/rail contact forces for a given initial roughness obtained from the vehicle/track interaction model are used by the contact model to calculate the contact patch size, normal pressure and tangential stresses with material removal assumed to be linearly proportional to the friction work in the contact patch. The roughness profile is updated and fed back into vehicle/track interaction model. The 2D contact model is initially compared with a 3D model for various wavelength of initial sinusoidal roughness. Long term roughness growth is then simulated with the 2D contact model. Simulation shows that all initial sinusoidal roughness of wavelengths between 20-100mm are levelled out. The wavelength-fixing mechanism, that has previously been used to explain the cause of corrugation, is not found in the present investigations.

AB - A new model for simulating rail roughness growth on tangent track is presented in this paper. The model consists of three relatively independent components: (1) a time-domain vehicle/track interaction model; (2) a 2D non-Hertzian and non-steady wheel/rail contact model; and (3) a wear model. Wheel/rail contact forces for a given initial roughness obtained from the vehicle/track interaction model are used by the contact model to calculate the contact patch size, normal pressure and tangential stresses with material removal assumed to be linearly proportional to the friction work in the contact patch. The roughness profile is updated and fed back into vehicle/track interaction model. The 2D contact model is initially compared with a 3D model for various wavelength of initial sinusoidal roughness. Long term roughness growth is then simulated with the 2D contact model. Simulation shows that all initial sinusoidal roughness of wavelengths between 20-100mm are levelled out. The wavelength-fixing mechanism, that has previously been used to explain the cause of corrugation, is not found in the present investigations.

KW - Corrugation

KW - Non-Hertzian contact

KW - Non-steady rolling contact

KW - Rail roughness

KW - Vehicle/track interaction

KW - Wheel/rail contact

UR - http://www.scopus.com/inward/record.url?scp=38949209627&partnerID=8YFLogxK

U2 - 10.1080/00423110701821767

DO - 10.1080/00423110701821767

M3 - Article

VL - 46

SP - 117

EP - 128

JO - Vehicle System Dynamics

T2 - Vehicle System Dynamics

JF - Vehicle System Dynamics

SN - 0042-3114

IS - 1-2

ER -