PSI - Issue 20

E.S. Oganyan et al. / Procedia Structural Integrity 20 (2019) 42–47 E.S. Oganyan et al. / Structural Integrity Procedia 00 (2019) 000–000

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Fig. 2. Simulation of efforts in the train consist running along the virtual track section. (a) intended track section, where TC – transition curve, CC – circular curve; (b) train consist simulation; (c) coupler model in UM 4. Conclusions Assessment of the coupler lifetime is performed in a numerical analytic form based on the finite-element analysis of the stress-strain state of the part using deformation fracture models and in Fatigue software, in which in its turn, several options are possible for implementing such an assessment. Essential points in this case are the analysis of the stress-strain state of the structure under study and the selection of its critical areas. They turn out to be dangerous if the resulting local zones of high stress levels develop and lead to a limit state. The calculations used the statistical distributions of the longitudinal forces acting on the car through the coupler, adopted in Standards (1996) and GOST 33211 (2014). The blocks of these forces in the range of 300–3600 kN cover the maximum possible ones in operation, including during shunting and hump operations (standard mode I), as well as in train conditions (mode III). Calculations of forces and lifetime of the automatic coupler performed for the indicated loading modes showed: • Longitudinal forces in the coupler weakly depend on the axial load (in the considered range 196–294 kN) • Coupler lifetime by its most loaded elements (coupler bar in the area of draft key opening and transition zone from the bar to the head) decreases noticeably at calculation taking into account the forces corresponding to mode I value (approximately up to 20–30 years instead of ~50 years from the forces according to III mode loading).