Three benchmark examples for frictional contact modelling using finite element and boundary elements methods

1993 ◽  
Vol 28 (4) ◽  
pp. 293-301 ◽  
Author(s):  
O A Olukoko ◽  
A A Becker ◽  
R T Fenner
Keyword(s):  
Finite Element ◽  
Frictional Contact ◽  
Contact Problems ◽  
Boundary Element Methods ◽  
Shear Stresses ◽  
Contact Interface ◽  
Stick Slip ◽  
Normal Contact ◽  
Slip Partitioning ◽  
Contact Modelling

Three benchmark examples for two-dimensional and axisymmetric contact problems with friction are presented using the finite element and boundary element methods. The examples have relatively simple geometries and boundary conditions, and involve frictional sticking and slipping modes at the interface according to Coulomb's law of friction. Results are presented in the form of normal contact stresses, shear stresses, relative tangential displacements, and the stick-slip partitioning of the contact interface.

Finite Element Analysis of Tire/Rim Interface Forces Under Braking and Cornering Loads

1992 ◽  
Vol 20 (2) ◽  
pp. 83-105 ◽  
Author(s):  
J. P. Jeusette ◽  
M. Theves
Keyword(s):  
Finite Element ◽  
Shear Stress ◽  
Contact Pressure ◽  
Element Model ◽  
Shear Stresses ◽  
Detailed Knowledge ◽  
Stress Distributions ◽  
Element Analysis ◽  
Plane Shear ◽  
Normal Contact

Abstract During vehicle braking and cornering, the tire's footprint region may see high normal contact pressures and in-plane shear stresses. The corresponding resultant forces and moments are transferred to the wheel. The optimal design of the tire bead area and the wheel requires a detailed knowledge of the contact pressure and shear stress distributions at the tire/rim interface. In this study, the forces and moments obtained from the simulation of a vehicle in stationary braking/cornering conditions are applied to a quasi-static braking/cornering tire finite element model. Detailed contact pressure and shear stress distributions at the tire/rim interface are computed for heavy braking and cornering maneuvers.

Asperity Spring Friction Model With Application to Belt-Drives

2003 ◽  
Author(s):  
Tamer M. Wasfy
Keyword(s):  
Finite Element ◽  
Coulomb Friction ◽  
Friction Model ◽  
Belt Drive ◽  
Finite Element Code ◽  
Time Step ◽  
Stick Slip ◽  
Normal Contact ◽  
Belt Drives ◽  
Coulomb Friction Model

An asperity spring friction model that uses a variable anchor point spring along with a velocity dependent force is presented. The model is incorporated in an explicit timeintegration finite element code. The friction model is used along with a penalty-based normal contact model to simulate the dynamic response of a two-pulley belt-drive system. It is shown that the present friction model accurately captures the stick-slip behavior between the belt and the pulleys using a much larger time-step than a pure velocity-dependent approximate Coulomb friction model.

Modeling the Dynamic Frictional Contact of Tires Using an Explicit Finite Element Code

2005 ◽  
Author(s):  
Tamer M. Wasfy ◽  
Michael J. Leamy
Keyword(s):  
Finite Element ◽  
Frictional Contact ◽  
Time Integration ◽  
Friction Model ◽  
Finite Element Code ◽  
Normal Contact ◽  
Explicit Finite Element ◽  
Beam Elements ◽  
Coulomb Friction Model ◽  
Stiffness And Damping

A time-accurate explicit time-integration finite element code is used to simulate the dynamic response of tires including tire/pavement and tire/rim frictional contact. Eight-node brick elements, which do not exhibit locking or spurious modes, are used to model the tire’s rubber. Those elements enable use of one element through the thickness for modeling the tire. The bead, tread and ply are modeled using truss or beam elements along the tire circumference and meridian directions with appropriate stiffness and damping properties. The tire wheel is modeled as a rigid cylinder. Normal contact between the tire and the wheel and between the tire and the pavement is modeled using the penalty technique. Friction is modeled using an asperity-based approximate Coulomb friction model.

Shakedown in Frictional Contact Problems

2007 ◽  
Author(s):  
J. R. Barber ◽  
A. Klarbring ◽  
M. Ciavarella
Keyword(s):  
Frictional Contact ◽  
Elastic System ◽  
Contact Problems ◽  
Sufficient Condition ◽  
Normal Contact ◽  
Linear Elastic ◽  
Periodic Loading ◽  
Continuum Formulation ◽  
Complete Contact ◽  
The Continuum

If a linear elastic system with frictional interfaces is subjected to periodic loading, any slip which occurs generally reduces the tendency to slip during subsequent cycles and in some circumstances the system ‘shakes down’ to a state without slip. It has often been conjectured that a frictional Melan’s theorem should apply to this problem — i.e. that the existence of a state of residual stress sufficient to prevent further slip is a sufficient condition for the system to shake down. Here we discuss recent proofs that this is indeed the case for ‘complete’ contact problems if there is no coupling between relative tangential displacements at the interface and the corresponding normal contact tractions. By contrast, when coupling is present, the theorem applies only for a few special two-dimensional discrete cases. Counter-examples can be generated for all other cases. These results apply both in the discrete and the continuum formulation.

Comparison of calculation methods for wheel–switch rail normal and tangential contact

2016 ◽  
Vol 231 (2) ◽  
pp. 148-161 ◽  
Author(s):  
Jingmang Xu ◽  
Ping Wang ◽  
Xiaochuan Ma ◽  
Jieling Xiao ◽  
Rong Chen
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Contact Problems ◽  
Rolling Contact ◽  
The Finite Element Method ◽  
Normal Contact ◽  
Tangential Contact ◽  
Contact Models ◽  
Railway Turnout ◽  
Element Method

Wheel–rail contact is more complex in railway a turnout than in ordinary track and, thus, necessitates an advanced model to simulate dynamic interaction and predict rail wear. The main aim of the present work is to assess the application of several wheel–rail rolling contact models in railway turnout. For normal contact problems, wheel–rail contact models based on four different methods are compared: Hertz theory, the semi-Hertzian method, CONTACT, and the finite element method. The assessment is based on the results of contact patch shape and size and contact pressure for several wheelset lateral displacements. The load is set to a constant and equal to static wheel load. Calculations are performed at the section of switch rail head with width 35 mm in CN60-1100-1:18 turnout; both standard and worn rail profiles are accounted for. For tangential contact problems, four corresponding methods are assessed, based on the calculation of creep forces, distribution of the stick/slide region and computational efficiency: Shen–Hedrick–Elkins theory, FASTSIM, improved FASTSIM based on semi-Hertzian method, and CONTACT. It is found that the normal contact problems solved by the semi-Hertzian method and CONTACT correlate well with the finite element method, and the tangential contact problems solved by improved FASTSIM and CONTACT are quite favorable. The conclusions of this work can provide some guidance for contact model selection in the dynamic simulation and wear prediction of railway turnout.

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