Finite Element Simulation of the Flat-Induced Wheel-Rail Impact Based on the Cowper-Symonds Empirical Model
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摘要: 轮轨关系是高速铁路工程领域最重要的研究课题之一，车轮扁疤作为一种主要的轮轨失效形式，严重影响了高速列车运行的平稳性和安全性。利用Hypermesh软件建立了带有扁疤的三维轮轨滚动接触模型，并基于轮、轨钢Cowper-Symonds本构模型，采用LS-DYNA 3D显式算法进行了相应的有限元仿真分析，重点研究了车速、扁疤长度和轴重对轮轨冲击响应的影响。仿真结果表明：车轮扁疤缺陷引起的最大轮轨垂向冲击力显著大于相应的准静态垂向载荷，最大von Mises等效应力和最大等效塑性应变通常发生在轮轨接触表面；轮、轨钢的应变率效应对轮轨垂向冲击力没有影响，但由于应变率的强化效应，与不计应变率效应的结果相比，基于Cowper-Symonds模型得到的最大von Mises等效应力明显增大，而最大等效塑性应变略有降低；车速、扁疤长度和轴重对轮轨冲击响应均有显著的影响。研究结果可为轮轨系统的安全性设计与评估提供技术支持。
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关键词:
- 轮轨冲击 /
- 高速铁路 /
- 车轮扁疤 /
- Cowper-Symonds模型 /
- 有限元仿真
Abstract: The wheel-rail interaction is a major concern in research for high-speed rail transport.As a main type of wheel/rail failure, the wheel flats exert serious restriction on the stability and safety of high-speed trains.In this study, a three-dimensional wheel-rail rolling contact model with a flat was built using the Hypermesh software, and the corresponding finite element simulation was conducted, based on the Cowper-Symonds empirical model, using the LS-DYNA 3D explicit algorithm.Influences of the train speed, flat length and axle load on the wheel-rail impact response were discussed, respectively.The simulation results indicate that the maximum vertical wheel-rail impact force is significantly larger than the corresponding static axle load due to the presence of a wheel flat, and the maximum von-Mises equivalent stress and maximum equivalent plastic strain are observed on the wheel-rail contact surface.The strain rate-dependent constitutive parameters of the wheel/rail steels have no influence on the maximum vertical wheel-rail impact force; however, due to the hardening effect of the strain rate, the maximum von-Mises equivalent stress obtained from the Cowper-Symonds model is obviously larger than that derived from the rate-independent one, while the maximum equivalent plastic strain derived from the Cowper-Symonds model is smaller than that under rate-independent one.Besides, the wheel-rail impact response is demonstrated to be sensitive to the train speed, flat length and axle load.These findings can provide technological supports for safety design and assessment of the wheel-rail system.-
Key words:
- wheel-rail impact /
- high-speed railway /
- wheel flat /
- Cowper-Symonds model /
- finite element simulation
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图 1 不同应变率下轮辋钢的压缩真实应力-真实应变响应曲线
Figure 1. Compressive true stress-strain response curves of rim steels at different strain rates
图 2 轮轨滚动接触模型(扁疤长度为40 mm)
Figure 2. Finite element model of wheel-rail rolling contact with the flat length of 40 mm
图 3 典型的轮轨垂向冲击力时程曲线
Figure 3. Typical wheel-rail vertical impact force time-history curves
图 4 典型的von Mises等效应力和等效塑性应变时程曲线
Figure 4. Typical von Mises equivalent stress and equivalent plastic strain time-history curves
图 7 车速对最大轮轨垂向冲击力的影响
Figure 7. Influence of train speed on maximum wheel-rail vertical impact force
图 8 不同扁疤长度引起的车轮最大von Mises等效应力与车速的关系
Figure 8. Maximum von Mises equivalent stress of wheel induced by different flat lengths as a function of train speed
图 9 不同扁疤长度引起的车轮最大等效塑性应变和车速的关系
Figure 9. Maximum equivalent plastic strain of wheel induced by different flat lengths as a function of train speed
图 10 扁疤长度对最大轮轨垂向冲击力的影响
Figure 10. Influence of flat length on maximum wheel-rail vertical impact force
图 11 车轮最大von Mises等效应力和扁疤长度的关系
Figure 11. Maximum von Mises equivalent stress of wheel as a function of flat length
图 12 车轮最大等效塑性应变和扁疤长度的关系
Figure 12. Maximum equivalent plastic strain of wheel as a function of flat length
图 13 轴重对轮轨垂向冲击力响应的影响
Figure 13. Influence of axle load on the wheel-rail vertical impact force response
图 14 车轮最大von Mises等效应力、最大等效塑性应变和轴重的关系
Figure 14. Maximum von Mises equivalent stress and maximum equivalent plastic strain of wheel as a function of axle load
表 1 车轮和钢轨的材料参数
Table 1. Material parameters of wheel and rail
Part Density/ (kg/m3) Elasticity modulus/(GPa) Poisson's ratio Yield stress/ (GPa) Tangent modulus/(GPa) C/ (ms-1) P Rim 7 800 213 0.3 0.561 21 45.635 3.21 Web 7 800 216 0.3 0.395 21 Hub 7 800 213 0.3 0.417 21 Axle 7 800 206 0.3 0.560 20 Rail 7 800 193 0.3 0.525 19 1.733 0.3 
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