CN112464525A - Method for determining initiation and expansion of wheel rail crack - Google Patents
Method for determining initiation and expansion of wheel rail crack Download PDFInfo
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- CN112464525A CN112464525A CN202011234652.3A CN202011234652A CN112464525A CN 112464525 A CN112464525 A CN 112464525A CN 202011234652 A CN202011234652 A CN 202011234652A CN 112464525 A CN112464525 A CN 112464525A
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- abrasion
- fatigue
- damage
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 230000000977 initiatory effect Effects 0.000 title claims abstract description 23
- 238000005299 abrasion Methods 0.000 claims abstract description 37
- 206010016256 fatigue Diseases 0.000 claims abstract description 23
- 238000005096 rolling process Methods 0.000 claims abstract description 14
- 238000013016 damping Methods 0.000 claims abstract description 4
- 230000004044 response Effects 0.000 claims abstract description 4
- 208000035874 Excoriation Diseases 0.000 claims description 35
- 239000000463 material Substances 0.000 claims description 5
- 125000000174 L-prolyl group Chemical group [H]N1C([H])([H])C([H])([H])C([H])([H])[C@@]1([H])C(*)=O 0.000 claims description 3
- 238000004364 calculation method Methods 0.000 claims description 3
- 230000001186 cumulative effect Effects 0.000 claims description 3
- 238000012805 post-processing Methods 0.000 claims description 3
- 230000006399 behavior Effects 0.000 description 5
- 229910000831 Steel Inorganic materials 0.000 description 4
- 239000010959 steel Substances 0.000 description 4
- 230000001052 transient effect Effects 0.000 description 4
- 230000001808 coupling effect Effects 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 238000004422 calculation algorithm Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000004033 plastic Substances 0.000 description 1
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/04—Ageing analysis or optimisation against ageing
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
Abstract
The invention relates to the technical field of railway engineering, in particular to a method for determining the initiation and the propagation of a wheel rail crack, which comprises the following steps: firstly, pretreatment; secondly, establishing a wheel-turnout three-dimensional parameterized model, and carrying out grid division on the entity model; thirdly, taking the rigidity and the damping of the rubber pad as input parameters to perform hidden-explicit solution; performing post-treatment, and extracting dynamic response, stress/strain distribution, abrasion power and abrasion; acquiring fatigue damage under single wheel pass, and then calculating the wheel rail fatigue stage damage and fatigue accumulated damage under multiple circulating rolling; judging whether the accumulated damage of the wheel rail fatigue is smaller than the critical fatigue damage or not, if so, judging that no crack is initiated at the stage, and returning to the recalculation; and otherwise, the crack is initiated, the crack initiation service life is calculated, and the wheel passing frequency during crack initiation is obtained. The invention can better determine the initiation and the propagation of the wheel track crack.
Description
Technical Field
The invention relates to the technical field of railway engineering, in particular to a method for determining the initiation and the propagation of a wheel rail crack.
Background
In the existing technology for predicting simulated abrasion, the wheel rail crack initiation and propagation are predicted by means of combining a wheel rail multi-rigid-body dynamic model, a wheel rail classical contact algorithm and crack prediction based on a critical plane method, however, the method needs to be distributed, and the coupling effect of the wheel rail to dynamic high-frequency vibration effect on rolling contact is neglected. The vehicle-steel rail coupling multi-rigid-body dynamics regards a wheel rail system as a rigid body, influences of nonlinear materials and high-frequency vibration of the wheel rail are ignored, the steel rail can independently move and vibrate at high frequency under the rolling load action of a high-speed train and can contact with wheels to vibrate, the size of a contact spot, stress and micro-slip distribution of the contact spot can be changed violently, transient rolling contact behaviors are shown, and multi-rigid-body dynamics cannot accurately depict wheel rail rolling contact solutions. In addition, the wheel-rail classical algorithm based on the steady-state assumption is not suitable for accurately solving the transient rolling contact behavior of the wheel rail, and the coupling effect of the local rolling contact behavior of the wheel rail and the structure dynamics cannot be considered.
Problems and disadvantages of the prior art: the existing method ignores the coupling effect of the local rolling contact behavior of the wheel rail and the structure dynamics, can not consider the nonlinear material, the quality effect and the waveguide characteristic under the contact of the wheel rail, and can not accurately depict the rolling contact behavior of the wheel rail. Therefore, the crack initiation and propagation rules between the wheel tracks cannot be accurately predicted.
Disclosure of Invention
It is an object of the present invention to provide a method of determining the initiation and propagation of a wheel track crack that overcomes some or all of the disadvantages of the prior art.
The invention discloses a method for determining the initiation and the propagation of a wheel rail crack, which comprises the following steps:
firstly, pretreatment: selecting key sections of turnouts, and then calculating the number of sections of the middle key section and the encrypted turnout along the longitudinal direction;
secondly, modeling: establishing a wheel-turnout three-dimensional parameterized model, carrying out grid division on the entity model, simultaneously giving corresponding material attributes, and exporting the divided grids;
thirdly, solving: guiding the divided grids into ANSYS/LSDYNA, performing hidden-explicit solution by taking the actually measured rigidity and damping of the rubber pad as input parameters, and simulating the complete process of the wheel passing through the high-speed turnout;
fourthly, post-treatment: carrying out post-processing on the results in the third step, and extracting dynamic response, stress/strain distribution, wheel rail abrasion power and abrasion of the wheel rail;
fifthly, acquiring the fatigue damage under single wheel pass according to the result in the step four, and then calculating the damage D of the wheel rail in the fatigue stage under multiple cycle rollingijSum fatigue cumulative damage ∑ Dj；
Sixthly, judging the accumulated damage sigma D of the wheel rail fatiguejWhether or not less than critical fatigue damage DcIf Σ Dj＜DcIf no crack is initiated in the stage, the calculation is returned again; when sigma Dj≥DcAnd meanwhile, calculating the crack initiation life and obtaining the passing times of the wheel when the crack is initiated, wherein the crack is initiated, and the maximum fatigue damage parameter point is a crack initiation point.
Preferably, in the first step, the number of sections of the middle key section and the encrypted turnout along the longitudinal direction is obtained through interpolation fitting of a Matlab program.
Preferably, in the second step, a wheel-turnout three-dimensional parameterized model is established by using a Pro/e mixed scanning function, and meshing needs to be combined with Hypermesh software.
Preferably, in the fourth step, the wheel-rail abrasion is calculated according to an Archard abrasion model, and when the wheel-rail abrasion does not exceed the set abrasion amount, the passing times of the accumulated wheel pair are counted; and when the abrasion loss of any node in the model exceeds the set abrasion loss, respectively superposing the abrasion loss of all nodes of the model on the original model, acquiring the worn profile, replacing the original model, and counting the number of times of passing the accumulated wheel set in the abrasion stage.
Preferably, the set abrasion loss is 0.01 mm.
Preferably, in step five, the fatigue damage under a single wheel pass is acquired based on the critical plane method.
Preferably, D isc＝1。
The wheel rail crack simulation method is accurate in wheel rail crack simulation result, and can accurately reflect the influence of transient rolling contact and high-frequency vibration of the wheel rail on crack initiation and expansion.
Drawings
Fig. 1 is a flowchart of a method for determining the initiation and propagation of a wheel track crack in embodiment 1.
Detailed Description
For a further understanding of the invention, reference should be made to the following detailed description taken in conjunction with the accompanying drawings and examples. It is to be understood that the examples are illustrative of the invention and not limiting.
Example 1
As shown in fig. 1, the present embodiment provides a method for determining the initiation and propagation of a wheel rail crack, which includes the following steps:
firstly, pretreatment: selecting key sections of turnouts, and then calculating the number of sections of the middle key section and the encrypted turnout along the longitudinal direction;
secondly, modeling: establishing a wheel-turnout three-dimensional parameterized model, carrying out grid division on the entity model, simultaneously giving corresponding material attributes, and exporting the divided grids;
thirdly, solving: guiding the divided grids into ANSYS/LSDYNA by using corresponding interfaces, performing hidden-explicit solution by using actually measured rubber pad stiffness and damping as input parameters, and simulating the complete process of the wheel passing through the high-speed turnout;
fourthly, post-treatment: according to the definitions of parameters such as wheel-rail grinding power consumption, plastic strain and the like, post-processing the results in the third step based on a Matlab program, and extracting wheel-rail dynamic response, stress/strain distribution, wheel-rail grinding power consumption and abrasion;
fifthly, acquiring the fatigue damage under single wheel pass according to the result in the step four, mainly the stress/strain result, and then calculating the damage D of the wheel rail in the fatigue stage under multiple cycle rollingijSum fatigue cumulative damage ∑ Dj；
Sixthly, predicting the crack initiation and propagation of the steel rail: sigma D for judging accumulated damage of wheel rail fatiguejWhether or not less than critical fatigue damage DcIf Σ Dj＜DcIf no crack is initiated in the stage, the calculation is returned again; when sigma Dj≥DcAnd meanwhile, calculating the crack initiation life and obtaining the passing times of the wheel when the crack is initiated, wherein the crack is initiated, and the maximum fatigue damage parameter point is a crack initiation point.
In this embodiment, in the first step, the number of sections of the middle key section and the encrypted turnout along the longitudinal direction is obtained through interpolation fitting of a Matlab program.
In the second step, a wheel-turnout three-dimensional parameterized model is established by using a Pro/e mixed scanning function, and meshing needs to be combined with Hypermesh software.
In the fourth step, in the embodiment, the wheel-rail abrasion is calculated according to an Archard abrasion model, and when the wheel-rail abrasion does not exceed the set abrasion amount, the passing times of the accumulated wheel pair are counted, but the original profile of the steel rail cannot be replaced by the existing abrasion profile; and when the abrasion loss of any node in the model exceeds the set abrasion loss, respectively superposing the abrasion losses of all nodes of the model on the original model, acquiring the worn profile of the rail, replacing the original model, and counting the number of times of passing the accumulated wheel set in the abrasion stage, thereby realizing the abrasion of the profile of the rail and the subsection iteration of the rail.
In this embodiment, the set abrasion loss is 0.01 mm.
In this embodiment, in step five, the fatigue damage under a single wheel pass is obtained based on the critical plane method.
In this example, Dc＝1。
The wheel rail crack simulation result of the embodiment is accurate, and the influence of the transient rolling contact and the high-frequency vibration of the wheel rail on crack initiation and expansion can be accurately reflected.
The present invention and its embodiments have been described above schematically, without limitation, and what is shown in the drawings is only one of the embodiments of the present invention, and the actual structure is not limited thereto. Therefore, if the person skilled in the art receives the teaching, without departing from the spirit of the invention, the person skilled in the art shall not inventively design the similar structural modes and embodiments to the technical solution, but shall fall within the scope of the invention.
Claims (7)
1. A method for determining the initiation and the propagation of a wheel rail crack is characterized by comprising the following steps: the method comprises the following steps:
firstly, pretreatment: selecting key sections of turnouts, and then calculating the number of sections of the middle key section and the encrypted turnout along the longitudinal direction;
secondly, modeling: establishing a wheel-turnout three-dimensional parameterized model, carrying out grid division on the entity model, simultaneously giving corresponding material attributes, and exporting the divided grids;
thirdly, solving: guiding the divided grids into ANSYS/LSDYNA, performing hidden-explicit solution by taking the actually measured rigidity and damping of the rubber pad as input parameters, and simulating the complete process of the wheel passing through the high-speed turnout;
fourthly, post-treatment: carrying out post-processing on the results in the third step, and extracting dynamic response, stress/strain distribution, wheel rail abrasion power and abrasion of the wheel rail;
fifthly, acquiring the fatigue damage under single wheel pass according to the result in the step four, and then calculating the damage D of the wheel rail in the fatigue stage under multiple cycle rollingijSum fatigue cumulative damage ∑ Dj；
Sixthly, judging the accumulated damage sigma D of the wheel rail fatiguejWhether or not less than critical fatigue damage DcIf Σ Dj＜DcIf no crack is initiated in the stage, the calculation is returned again; when sigma Dj≥DcAnd meanwhile, calculating the crack initiation life and obtaining the passing times of the wheel when the crack is initiated, wherein the crack is initiated, and the maximum fatigue damage parameter point is a crack initiation point.
2. The method of claim 1, wherein the method comprises: in the first step, the number of sections of the middle key section and the encrypted turnout along the longitudinal direction is worked out through interpolation fitting of a Matlab program.
3. The method of claim 1, wherein the method comprises: and in the second step, a wheel-turnout three-dimensional parameterized model is established by using a Pro/e mixed scanning function, and meshing needs to be combined with Hypermesh software.
4. The method of claim 1, wherein the method comprises: in the fourth step, the abrasion of the wheel rail is calculated according to an Archard abrasion model, and when the abrasion of the wheel rail does not exceed the set abrasion amount, the passing times of the accumulated wheel pair are counted; and when the abrasion loss of any node in the model exceeds the set abrasion loss, respectively superposing the abrasion loss of all nodes of the model on the original model, acquiring the worn profile, replacing the original model, and counting the number of times of passing the accumulated wheel set in the abrasion stage.
5. The method of claim 4, wherein the method comprises: the set abrasion loss was 0.01 mm.
6. The method of claim 1, wherein the method comprises: and step five, acquiring the fatigue damage of the single wheel passing based on a critical plane method.
7. The method of claim 1, wherein the method comprises: dc＝1。
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| CN202011234652.3A CN112464525A (en) | 2020-11-07 | 2020-11-07 | Method for determining initiation and expansion of wheel rail crack |
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| CN202011234652.3A CN112464525A (en) | 2020-11-07 | 2020-11-07 | Method for determining initiation and expansion of wheel rail crack |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113255184A (en) * | 2021-05-18 | 2021-08-13 | 西南交通大学 | ANSYS-MATLAB-based joint simulation and model visualization method |
| CN114541196A (en) * | 2022-02-18 | 2022-05-27 | 西南交通大学 | Rail grinding period design method considering turnout service performance evolution |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111339648A (en) * | 2020-02-19 | 2020-06-26 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | High-speed railway turnout surface damage analysis method |
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2020
- 2020-11-07 CN CN202011234652.3A patent/CN112464525A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111339648A (en) * | 2020-02-19 | 2020-06-26 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | High-speed railway turnout surface damage analysis method |
Non-Patent Citations (2)
| Title |
|---|
| 周宇 等: "非线性疲劳损伤累积下钢轨裂纹萌生预测", 《兰州交通大学学报》 * |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113255184A (en) * | 2021-05-18 | 2021-08-13 | 西南交通大学 | ANSYS-MATLAB-based joint simulation and model visualization method |
| CN113255184B (en) * | 2021-05-18 | 2024-02-23 | 西南交通大学 | Combined simulation and model visualization method based on ANSYS-MATLAB |
| CN114541196A (en) * | 2022-02-18 | 2022-05-27 | 西南交通大学 | Rail grinding period design method considering turnout service performance evolution |
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