Rail fatigue crack propagation in high-speed wheel/rail rolling contact
Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of...
Ausführliche Beschreibung
Autor*in: |
Xiaoyu Jiang [verfasserIn] Xiaotao Li [verfasserIn] Xu Li [verfasserIn] Shihao Cao [verfasserIn] |
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Format: |
E-Artikel |
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Sprache: |
Englisch |
Erschienen: |
2017 |
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Übergeordnetes Werk: |
In: Journal of Modern Transportation - SpringerOpen, 2016, 25(2017), 3, Seite 178-184 |
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Übergeordnetes Werk: |
volume:25 ; year:2017 ; number:3 ; pages:178-184 |
Links: |
Link aufrufen |
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DOI / URN: |
10.1007/s40534-017-0138-6 |
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Katalog-ID: |
DOAJ067328156 |
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520 | |a Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. | ||
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700 | 0 | |a Shihao Cao |e verfasserin |4 aut | |
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10.1007/s40534-017-0138-6 doi (DE-627)DOAJ067328156 (DE-599)DOAJ443fbc18031841e7a4c8dcdf625eb8e5 DE-627 ger DE-627 rakwb eng TC1-978 TA1001-1280 Xiaoyu Jiang verfasserin aut Rail fatigue crack propagation in high-speed wheel/rail rolling contact 2017 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. Rolling contact fatigue Finite element Crack propagation Weibull distribution Hydraulic engineering Transportation engineering Xiaotao Li verfasserin aut Xu Li verfasserin aut Shihao Cao verfasserin aut In Journal of Modern Transportation SpringerOpen, 2016 25(2017), 3, Seite 178-184 (DE-627)669006319 (DE-600)2630144-1 21960577 nnns volume:25 year:2017 number:3 pages:178-184 https://doi.org/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/article/443fbc18031841e7a4c8dcdf625eb8e5 kostenfrei http://link.springer.com/article/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/toc/2095-087X Journal toc kostenfrei https://doaj.org/toc/2196-0577 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ SSG-OLC-PHA GBV_ILN_11 GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_101 GBV_ILN_105 GBV_ILN_110 GBV_ILN_120 GBV_ILN_121 GBV_ILN_138 GBV_ILN_151 GBV_ILN_152 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_374 GBV_ILN_602 GBV_ILN_647 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2005 GBV_ILN_2006 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2018 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2031 GBV_ILN_2034 GBV_ILN_2036 GBV_ILN_2037 GBV_ILN_2048 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2057 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2065 GBV_ILN_2068 GBV_ILN_2088 GBV_ILN_2093 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2113 GBV_ILN_2119 GBV_ILN_2129 GBV_ILN_2147 GBV_ILN_2148 GBV_ILN_2152 GBV_ILN_2190 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_2522 GBV_ILN_2548 GBV_ILN_2700 GBV_ILN_2817 GBV_ILN_4012 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4046 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4242 GBV_ILN_4246 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4277 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4335 GBV_ILN_4336 GBV_ILN_4338 GBV_ILN_4346 GBV_ILN_4367 GBV_ILN_4392 GBV_ILN_4393 GBV_ILN_4700 GBV_ILN_4753 AR 25 2017 3 178-184 |
spelling |
10.1007/s40534-017-0138-6 doi (DE-627)DOAJ067328156 (DE-599)DOAJ443fbc18031841e7a4c8dcdf625eb8e5 DE-627 ger DE-627 rakwb eng TC1-978 TA1001-1280 Xiaoyu Jiang verfasserin aut Rail fatigue crack propagation in high-speed wheel/rail rolling contact 2017 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. Rolling contact fatigue Finite element Crack propagation Weibull distribution Hydraulic engineering Transportation engineering Xiaotao Li verfasserin aut Xu Li verfasserin aut Shihao Cao verfasserin aut In Journal of Modern Transportation SpringerOpen, 2016 25(2017), 3, Seite 178-184 (DE-627)669006319 (DE-600)2630144-1 21960577 nnns volume:25 year:2017 number:3 pages:178-184 https://doi.org/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/article/443fbc18031841e7a4c8dcdf625eb8e5 kostenfrei http://link.springer.com/article/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/toc/2095-087X Journal toc kostenfrei https://doaj.org/toc/2196-0577 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ SSG-OLC-PHA GBV_ILN_11 GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_101 GBV_ILN_105 GBV_ILN_110 GBV_ILN_120 GBV_ILN_121 GBV_ILN_138 GBV_ILN_151 GBV_ILN_152 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_374 GBV_ILN_602 GBV_ILN_647 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2005 GBV_ILN_2006 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2018 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2031 GBV_ILN_2034 GBV_ILN_2036 GBV_ILN_2037 GBV_ILN_2048 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2057 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2065 GBV_ILN_2068 GBV_ILN_2088 GBV_ILN_2093 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2113 GBV_ILN_2119 GBV_ILN_2129 GBV_ILN_2147 GBV_ILN_2148 GBV_ILN_2152 GBV_ILN_2190 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_2522 GBV_ILN_2548 GBV_ILN_2700 GBV_ILN_2817 GBV_ILN_4012 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4046 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4242 GBV_ILN_4246 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4277 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4335 GBV_ILN_4336 GBV_ILN_4338 GBV_ILN_4346 GBV_ILN_4367 GBV_ILN_4392 GBV_ILN_4393 GBV_ILN_4700 GBV_ILN_4753 AR 25 2017 3 178-184 |
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10.1007/s40534-017-0138-6 doi (DE-627)DOAJ067328156 (DE-599)DOAJ443fbc18031841e7a4c8dcdf625eb8e5 DE-627 ger DE-627 rakwb eng TC1-978 TA1001-1280 Xiaoyu Jiang verfasserin aut Rail fatigue crack propagation in high-speed wheel/rail rolling contact 2017 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. Rolling contact fatigue Finite element Crack propagation Weibull distribution Hydraulic engineering Transportation engineering Xiaotao Li verfasserin aut Xu Li verfasserin aut Shihao Cao verfasserin aut In Journal of Modern Transportation SpringerOpen, 2016 25(2017), 3, Seite 178-184 (DE-627)669006319 (DE-600)2630144-1 21960577 nnns volume:25 year:2017 number:3 pages:178-184 https://doi.org/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/article/443fbc18031841e7a4c8dcdf625eb8e5 kostenfrei http://link.springer.com/article/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/toc/2095-087X Journal toc kostenfrei https://doaj.org/toc/2196-0577 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ SSG-OLC-PHA GBV_ILN_11 GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_101 GBV_ILN_105 GBV_ILN_110 GBV_ILN_120 GBV_ILN_121 GBV_ILN_138 GBV_ILN_151 GBV_ILN_152 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_374 GBV_ILN_602 GBV_ILN_647 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2005 GBV_ILN_2006 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2018 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2031 GBV_ILN_2034 GBV_ILN_2036 GBV_ILN_2037 GBV_ILN_2048 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2057 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2065 GBV_ILN_2068 GBV_ILN_2088 GBV_ILN_2093 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2113 GBV_ILN_2119 GBV_ILN_2129 GBV_ILN_2147 GBV_ILN_2148 GBV_ILN_2152 GBV_ILN_2190 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_2522 GBV_ILN_2548 GBV_ILN_2700 GBV_ILN_2817 GBV_ILN_4012 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4046 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4242 GBV_ILN_4246 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4277 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4335 GBV_ILN_4336 GBV_ILN_4338 GBV_ILN_4346 GBV_ILN_4367 GBV_ILN_4392 GBV_ILN_4393 GBV_ILN_4700 GBV_ILN_4753 AR 25 2017 3 178-184 |
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10.1007/s40534-017-0138-6 doi (DE-627)DOAJ067328156 (DE-599)DOAJ443fbc18031841e7a4c8dcdf625eb8e5 DE-627 ger DE-627 rakwb eng TC1-978 TA1001-1280 Xiaoyu Jiang verfasserin aut Rail fatigue crack propagation in high-speed wheel/rail rolling contact 2017 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. Rolling contact fatigue Finite element Crack propagation Weibull distribution Hydraulic engineering Transportation engineering Xiaotao Li verfasserin aut Xu Li verfasserin aut Shihao Cao verfasserin aut In Journal of Modern Transportation SpringerOpen, 2016 25(2017), 3, Seite 178-184 (DE-627)669006319 (DE-600)2630144-1 21960577 nnns volume:25 year:2017 number:3 pages:178-184 https://doi.org/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/article/443fbc18031841e7a4c8dcdf625eb8e5 kostenfrei http://link.springer.com/article/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/toc/2095-087X Journal toc kostenfrei https://doaj.org/toc/2196-0577 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ SSG-OLC-PHA GBV_ILN_11 GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_101 GBV_ILN_105 GBV_ILN_110 GBV_ILN_120 GBV_ILN_121 GBV_ILN_138 GBV_ILN_151 GBV_ILN_152 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_374 GBV_ILN_602 GBV_ILN_647 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2005 GBV_ILN_2006 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2018 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2031 GBV_ILN_2034 GBV_ILN_2036 GBV_ILN_2037 GBV_ILN_2048 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2057 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2065 GBV_ILN_2068 GBV_ILN_2088 GBV_ILN_2093 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2113 GBV_ILN_2119 GBV_ILN_2129 GBV_ILN_2147 GBV_ILN_2148 GBV_ILN_2152 GBV_ILN_2190 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_2522 GBV_ILN_2548 GBV_ILN_2700 GBV_ILN_2817 GBV_ILN_4012 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4046 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4242 GBV_ILN_4246 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4277 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4335 GBV_ILN_4336 GBV_ILN_4338 GBV_ILN_4346 GBV_ILN_4367 GBV_ILN_4392 GBV_ILN_4393 GBV_ILN_4700 GBV_ILN_4753 AR 25 2017 3 178-184 |
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10.1007/s40534-017-0138-6 doi (DE-627)DOAJ067328156 (DE-599)DOAJ443fbc18031841e7a4c8dcdf625eb8e5 DE-627 ger DE-627 rakwb eng TC1-978 TA1001-1280 Xiaoyu Jiang verfasserin aut Rail fatigue crack propagation in high-speed wheel/rail rolling contact 2017 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. Rolling contact fatigue Finite element Crack propagation Weibull distribution Hydraulic engineering Transportation engineering Xiaotao Li verfasserin aut Xu Li verfasserin aut Shihao Cao verfasserin aut In Journal of Modern Transportation SpringerOpen, 2016 25(2017), 3, Seite 178-184 (DE-627)669006319 (DE-600)2630144-1 21960577 nnns volume:25 year:2017 number:3 pages:178-184 https://doi.org/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/article/443fbc18031841e7a4c8dcdf625eb8e5 kostenfrei http://link.springer.com/article/10.1007/s40534-017-0138-6 kostenfrei https://doaj.org/toc/2095-087X Journal toc kostenfrei https://doaj.org/toc/2196-0577 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ SSG-OLC-PHA GBV_ILN_11 GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_32 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_74 GBV_ILN_90 GBV_ILN_95 GBV_ILN_100 GBV_ILN_101 GBV_ILN_105 GBV_ILN_110 GBV_ILN_120 GBV_ILN_121 GBV_ILN_138 GBV_ILN_151 GBV_ILN_152 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_224 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_374 GBV_ILN_602 GBV_ILN_647 GBV_ILN_702 GBV_ILN_2001 GBV_ILN_2003 GBV_ILN_2005 GBV_ILN_2006 GBV_ILN_2007 GBV_ILN_2008 GBV_ILN_2009 GBV_ILN_2010 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2015 GBV_ILN_2018 GBV_ILN_2020 GBV_ILN_2021 GBV_ILN_2025 GBV_ILN_2026 GBV_ILN_2027 GBV_ILN_2031 GBV_ILN_2034 GBV_ILN_2036 GBV_ILN_2037 GBV_ILN_2048 GBV_ILN_2050 GBV_ILN_2055 GBV_ILN_2056 GBV_ILN_2057 GBV_ILN_2059 GBV_ILN_2061 GBV_ILN_2064 GBV_ILN_2065 GBV_ILN_2068 GBV_ILN_2088 GBV_ILN_2093 GBV_ILN_2110 GBV_ILN_2111 GBV_ILN_2113 GBV_ILN_2119 GBV_ILN_2129 GBV_ILN_2147 GBV_ILN_2148 GBV_ILN_2152 GBV_ILN_2190 GBV_ILN_2336 GBV_ILN_2470 GBV_ILN_2507 GBV_ILN_2522 GBV_ILN_2548 GBV_ILN_2700 GBV_ILN_2817 GBV_ILN_4012 GBV_ILN_4035 GBV_ILN_4037 GBV_ILN_4046 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4242 GBV_ILN_4246 GBV_ILN_4249 GBV_ILN_4251 GBV_ILN_4277 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4326 GBV_ILN_4333 GBV_ILN_4335 GBV_ILN_4336 GBV_ILN_4338 GBV_ILN_4346 GBV_ILN_4367 GBV_ILN_4392 GBV_ILN_4393 GBV_ILN_4700 GBV_ILN_4753 AR 25 2017 3 178-184 |
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Rail fatigue crack propagation in high-speed wheel/rail rolling contact |
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Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. |
abstractGer |
Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. |
abstract_unstemmed |
Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction. |
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Rail fatigue crack propagation in high-speed wheel/rail rolling contact |
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<?xml version="1.0" encoding="UTF-8"?><collection xmlns="http://www.loc.gov/MARC21/slim"><record><leader>01000caa a22002652 4500</leader><controlfield tag="001">DOAJ067328156</controlfield><controlfield tag="003">DE-627</controlfield><controlfield tag="005">20230502065842.0</controlfield><controlfield tag="007">cr uuu---uuuuu</controlfield><controlfield tag="008">230228s2017 xx |||||o 00| ||eng c</controlfield><datafield tag="024" ind1="7" ind2=" "><subfield code="a">10.1007/s40534-017-0138-6</subfield><subfield code="2">doi</subfield></datafield><datafield tag="035" ind1=" " ind2=" "><subfield code="a">(DE-627)DOAJ067328156</subfield></datafield><datafield tag="035" ind1=" " ind2=" "><subfield code="a">(DE-599)DOAJ443fbc18031841e7a4c8dcdf625eb8e5</subfield></datafield><datafield tag="040" ind1=" " ind2=" "><subfield code="a">DE-627</subfield><subfield code="b">ger</subfield><subfield code="c">DE-627</subfield><subfield code="e">rakwb</subfield></datafield><datafield tag="041" ind1=" " ind2=" "><subfield code="a">eng</subfield></datafield><datafield tag="050" ind1=" " ind2="0"><subfield code="a">TC1-978</subfield></datafield><datafield tag="050" ind1=" " ind2="0"><subfield code="a">TA1001-1280</subfield></datafield><datafield tag="100" ind1="0" ind2=" "><subfield code="a">Xiaoyu Jiang</subfield><subfield code="e">verfasserin</subfield><subfield code="4">aut</subfield></datafield><datafield tag="245" ind1="1" ind2="0"><subfield code="a">Rail fatigue crack propagation in high-speed wheel/rail rolling contact</subfield></datafield><datafield tag="264" ind1=" " ind2="1"><subfield code="c">2017</subfield></datafield><datafield tag="336" ind1=" " ind2=" "><subfield code="a">Text</subfield><subfield code="b">txt</subfield><subfield code="2">rdacontent</subfield></datafield><datafield tag="337" ind1=" " ind2=" "><subfield code="a">Computermedien</subfield><subfield code="b">c</subfield><subfield code="2">rdamedia</subfield></datafield><datafield tag="338" ind1=" " ind2=" "><subfield code="a">Online-Ressource</subfield><subfield code="b">cr</subfield><subfield code="2">rdacarrier</subfield></datafield><datafield tag="520" ind1=" " ind2=" "><subfield code="a">Abstract To study the wheel/rail rolling contact fatigue of high-speed trains, we obtain the distribution of contact forces between wheel and rail by introducing the strain-rate effect. Based on the finite element simulation, a two-dimensional finite element model is established, and the process of a wheel rolling over a crack is analyzed to predict the crack propagation direction. The statistics of possible crack propagation angles are calculated by the maximum circumferential stress criterion. The crack path is then obtained by using the average crack propagation angle as the crack propagation direction according to Weibull distribution. Results show that the rail crack mode of low-speed trains is different from that of high-speed trains. The rail crack propagation experiences a migration from opening mode to sliding mode under the low-speed trains; however, the rail crack mainly propagates in the opening mode under high-speed trains. Furthermore, the crack propagation rate for high-speed trains is faster than that for low-speed trains. The simulated crack paths are consistent with the experimental ones, which proves that it is reasonable to use the average value of possible crack propagation directions as the actual crack propagation direction.</subfield></datafield><datafield tag="650" ind1=" " ind2="4"><subfield code="a">Rolling contact fatigue</subfield></datafield><datafield tag="650" ind1=" " ind2="4"><subfield code="a">Finite element</subfield></datafield><datafield tag="650" ind1=" " ind2="4"><subfield code="a">Crack propagation</subfield></datafield><datafield tag="650" ind1=" " ind2="4"><subfield code="a">Weibull distribution</subfield></datafield><datafield tag="653" ind1=" " ind2="0"><subfield code="a">Hydraulic engineering</subfield></datafield><datafield tag="653" ind1=" " ind2="0"><subfield code="a">Transportation engineering</subfield></datafield><datafield tag="700" ind1="0" ind2=" "><subfield code="a">Xiaotao Li</subfield><subfield code="e">verfasserin</subfield><subfield code="4">aut</subfield></datafield><datafield tag="700" ind1="0" ind2=" "><subfield code="a">Xu Li</subfield><subfield code="e">verfasserin</subfield><subfield code="4">aut</subfield></datafield><datafield tag="700" ind1="0" ind2=" "><subfield code="a">Shihao Cao</subfield><subfield code="e">verfasserin</subfield><subfield code="4">aut</subfield></datafield><datafield tag="773" ind1="0" ind2="8"><subfield code="i">In</subfield><subfield code="t">Journal of Modern Transportation</subfield><subfield code="d">SpringerOpen, 2016</subfield><subfield code="g">25(2017), 3, Seite 178-184</subfield><subfield code="w">(DE-627)669006319</subfield><subfield code="w">(DE-600)2630144-1</subfield><subfield code="x">21960577</subfield><subfield code="7">nnns</subfield></datafield><datafield tag="773" ind1="1" ind2="8"><subfield code="g">volume:25</subfield><subfield code="g">year:2017</subfield><subfield code="g">number:3</subfield><subfield code="g">pages:178-184</subfield></datafield><datafield 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