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Modelling of non-steady-state transition from single-point to two-point rolling contact.pdf

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Modelling of non-steady-state transition from single-point to two-point rolling contact.pdf

Tribology International 101 (2016) 152–163 Contents lists available at ScienceDirect Tribology International journal homepage: /locate/triboint Modelling of non-steady-state transition from single-point to two-point rolling contact Zhen Yang, Zili Li, Rolf Dollevoet Section of Road and Railway Engineering, Faculty of Civil Engineering and Geosciences, Delft University of Technology, Stevinweg 1, 2628 CN, Delft, The Netherlands article info Article history: Received 9 February 2016 Received in revised form 6 April 2016 Accepted 18 April 2016 Available online 22 April 2016 Keywords: Frictional rolling Wheel–rail contact Two-point contact Non-steady state abstract By considering real wheel and track geometry and structures, as well as their coupled interaction, an explicit ?nite element method is applied to simulate the transition of wheel–rail rolling from singlepoint tread contact to two-point tread-?ange contact. The evolutions of the contact position, stress magnitude and direction, adhesion–slip distribution, and wheel–rail relative velocities in the two contact patches are considered to investigate the transient dynamic effects during the contact transition. Important ?ndings include that the transition to two-point contact can result in friction saturation and excite waves in the contact, causing local intensi?cation and relaxation of compression, as well as turbulence of the micro-slip; the local relative velocity in the contact patch is a good measure of the dynamic effects. 2016 Elsevier Ltd. All rights reserved. 1. Introduction Wheel/rail rolling contact is more complex on curves than on straight tracks. Because the leading wheelset often fails to align itself tangentially with the rails, an angle of attack (AoA) arises, and non-Hertzian two-point contact may occur on the high rail: the wheel tread contacts the rail top surface at the same time that the wheel ?ange contacts the rail gauge corner. Complex two-point contact is dif?cult to model, as it involve