|Table of Contents|

Prediction model of rail crack initiation using bond-based peridynamics theory(PDF)

《交通运输工程学报》[ISSN:1671-1637/CN:61-1369/U]

Issue:
2021年03期
Page:
228-237
Research Field:
道路与铁道工程
Publishing date:

Info

Title:
Prediction model of rail crack initiation using bond-based peridynamics theory
Author(s):
MA Xiao-chuan1; 2;  LIU Lin-ya1;  FENG Qing-song1;  XU Jing-mang2;  XU Jin-hui1;  WANG Ping2
(1. Engineering Research Center of Railway Environment Vibration and Noise of Ministry of Education, East China Jiaotong University, Nanchang 330013, Jiangxi, China; 2. Key Laboratory of High-Speed Railway Engineering of Ministry of Education, Southwest Jiaotong University, Chengdu 610031, Sichuan, China)
Keywords:
railway engineering;  rail;  fatigue crack;  prediction model;  peridynamics;  numerical simulation;  deformation analysis
PACS:
U213.4
DOI:
10.19818/j.cnki.1671-1637.2021.03.015
Abstract:
The peridynamic method is used to predict the crack initiation of rails to overcome the difficulty of classical continuum mechanics in solving discontinuous problems and to prevent the failure of mathematical framework in discontinuities. The deformation analysis model of the rail was established by considering the support of the sleeper. The reliability of parameter values and the convergence of the model were analyzed, and the displacements of the rail under wheel-rolling contact loads were calculated. Based on the peridynamic damage theory, taking the bond stretch rate as index, the effects of wheel full sliding, adhesive-sliding, and frictionless state on the crack initiation of rails were investigated. Calculation results show that the rail deformations calculated using the peridynamic model and the classical continuum mechanics model are consistent. Moreover, the maximum calculation errors are within 8%, verifying the preciseness of the peridynamic model. When the fatigue crack is initiated on the rail head, the crack initiation position is approximately 2 mm below the surface of the rail instead of on the rail surface. This result is consistent with field observation, demonstrating the applicability of the peridynamic method in simulating the fatigue crack initiation of railway rails. When the wheel load is at the midspan of rails and the wheel transits from full sliding to frictionless state, the starting location of fatigue crack initiation of the rails is transferred from the rail head to the bottom and from the front end to the center of contact patch. The crack type changes from local rolling contact fatigue to integral structural fatigue, and the maximum bond stretch decreases from 1.1×10-3 to 8.1×10-4. Therefore, an increase of the tangential contact stress decreases the crack initiation life of the rail. When the wheel load is above the sleeper, the crack initiation position of the rail is always at the rail head. 11 figs, 30 refs.

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Last Update: 2021-07-20