Finite Element Modeling and Dynamic Characteristics Analysis with Plastic Deformation at Rolling Bearing Failure Considered

TU Wenbing; YANG Benmeng; YANG Jinwen; LIANG Jie; LIANG Caixue

doi:10.7652/xjtuxb202205009

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Finite Element Modeling and Dynamic Characteristics Analysis with Plastic Deformation at Rolling Bearing Failure Considered

更新时间：2025-07-09

- Finite Element Modeling and Dynamic Characteristics Analysis with Plastic Deformation at Rolling Bearing Failure Considered
- Vol. 56, Issue 5, Pages: 85-94(2022)
- 作者机构：
  
  华东交通大学机电与车辆工程学院,南昌,330013
- 作者简介：
- 基金信息：
- DOI：10.7652/xjtuxb202205009
  CLC： TH133.33
- Online First：10 May 2022，
  
  Published：2022
- 稿件说明：
移动端阅览
TU Wenbing, YANG Benmeng, YANG Jinwen, et al. Finite Element Modeling and Dynamic Characteristics Analysis with Plastic Deformation at Rolling Bearing Failure Considered[J]. 2022, 56(5): 85-94.
DOI：

TU Wenbing, YANG Benmeng, YANG Jinwen, et al. Finite Element Modeling and Dynamic Characteristics Analysis with Plastic Deformation at Rolling Bearing Failure Considered[J]. 2022, 56(5): 85-94. DOI： 10.7652/xjtuxb202205009.

摘要

针对传统动力学模型难以考虑滚动轴承故障处的塑性变形对轴承动力学特性的影响这一问题

提出了考虑滚动轴承故障处塑性变形的有限元模型并进行了动力学特性分析。首先

采用线弹性材料本构模型

在ANSYS LS-DYNA环境下建立了考虑滚动体和外圈滚道不产生塑性变形的弹/弹模型; 其次

考虑滚动体过故障时产生塑性变形

采用塑性随动强化本构模型

建立了滚动体和外圈故障处都产生塑性变形的塑/塑模型; 最后

考虑故障处最容易产生塑性变形

采用线弹性材料本构模型和塑性随动强化本构模型相结合

建立了滚动体产生弹性变形而故障处产生塑性变形的弹/塑模型。以上模型在轴承元件接触部位都对网格进行了均匀细化

在减少穿透量的同时提高了模型的计算精度。仿真结果表明

与以往不考虑故障处塑性变形的弹/弹模型相比

考虑故障处塑性变形的塑/塑模型和弹/塑模型的峰峰值、均方根值以及加速度信号幅值约减小了1/2

且与测试所得结果波形及幅值更具有一致性; 与弹/塑模型相比

塑/塑模型滚动体与内外圈接触力大小、滚动体应变值无明显变化

得出滚动体几乎不产生塑性变形

因此在建模时可以建立仅考虑故障处产生塑性变形的弹/塑模型。

Abstract

In view that it is hard in traditional dynamical models to consider the effect of plastic deformation at the rolling bearing failure on the dynamic characteristics of the bearing

a finite element model with such plastic deformation considered is proposed

and the dynamic characteristics are analyzed. Firstly

the linear elastic constitutive model is used to create in ANSYS LS-DYNA environment the elastic/elastic model for the case in which no plastic deformation occurs at the rolling body and the outer ring raceway. Secondly

in view of the plastic deformation generated in case of any failure in the rolling body

the plastic kinematic hardening constitutive model is used to create the plastic/plastic model for the case in which plastic deformation may occur at the failure of both the rolling body and the outer ring raceway. Finally

in view that plastic deformation is the most likely at the failure

the linear elastic constitutive model and the plastic kinematic hardening constitutive model are used together to create the elastic/plastic model for elastic deformation at the rolling body and plastic deformation at the failure. The above models have uniformly refined the mesh in the contact part of the bearing element

which improves the computational accuracy of the models while reducing the amount of penetration. The simulation results show that compared with elastic/elastic models not considering plastic deformation at the failure

the peak-to-peak value

root mean square value and acceleration signal amplitude of the plastic/plastic model and elastic/plastic model with such deformation considered are reduced by about 1/2

and the waveform and amplitude are more consistent with the test results. Moreover

compared with the elastic/plastic model

the contact force between the rolling body and the inner and outer ring and the rolling body strain value of the plastic/plastic model show no significant change. It is concluded that the rolling body almost does not produce plastic deformation

and therefore

only the elastic/plastic model with the plastic deformation at the failure taken into account is required to be created in modeling.

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references

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