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Journal ArticleDOI

Effect of the first two wheelset bending modes on wheel-rail contact behavior

07 Dec 2014-Journal of Zhejiang University Science (Zhejiang University Press)-Vol. 15, Iss: 12, pp 984-1001
TL;DR: In this article, a new wheel-rail contact model was developed for considering the effect of wheel-set bending deformation on wheelrail contact behavior at high speeds, which is suitable for high-speed vehicles.
Abstract: The objective of this paper is to develop a new wheel–rail contact model, which is suitable for considering the effect of wheelset bending deformation on wheel–rail contact behavior at high speeds. Dummies of the two rigid half wheelsets are introduced to describe the spacial positions of the wheels of the deformed wheelset. In modeling the flexible wheelset, the first two wheelset bending modes are considered. Based on the modal synthesis method, these mode values of the wheelset axle are used to solve the motion equations of the flexible wheelset axle modeled as an Euler–Bernoulli beam. The wheel is assumed to be rigid and always perpendicular to the deformed axle at the wheel center. In the vehicle model, two bogies and one car body are modeled as lumped masses. Spring–damper elements are adopted to model the primary and secondary suspension systems. The ballasted track is modeled as a triple-layer discrete elastic supported model. Two high-speed vehicle–track models, one considering rigid wheelset models and the other considering flexible wheelset models, are used to analyze the differences of the numerical results of the two models in both frequency and time domains. In the simulation, a random high-speed railway track irregularity is used as wheel–rail excitations. Wheel–rail forces are calculated and analyzed in the time and frequency domains. The results clarify that this new contact model can characterize very well the influence of the first two bending modes of the wheelset on contact behavior.

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Citations
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Journal ArticleDOI
TL;DR: The characteristics, effects, causes, and solutions of wheel polygonisation in metro vehicles, locomotives, and high-speed trains in China are summarized and guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel Polygonisation.
Abstract: Polygonisation is a common nonuniform wear phenomenon occurring in railway vehicle wheels and has a severe impact on the vehicle–track system, ride comfort, and lineside residents. This paper first summarizes periodic defects of the wheels, including wheel polygonisation and wheel corrugation, occurring in railways worldwide. Thereafter, the effects of wheel polygonisation on the wheel–rail interaction, noise and vibration, and fatigue failure of the vehicle and track components are reviewed. Based on the different causes, the formation mechanisms of periodic wheel defects are classified into three categories: (1) initial defects of wheels, (2) natural vibration of the vehicle–track system, and (3) thermoelastic instability. In addition, the simulation methods of wheel polygonisation evolution and countermeasures to mitigate wheel polygonisation are presented. Emphasis is given to the characteristics, effects, causes, and solutions of wheel polygonisation in metro vehicles, locomotives, and high-speed trains in China. Finally, the guidance is provided on further understanding the formation mechanisms, monitoring technology, and maintenance criterion of wheel polygonisation.

94 citations

Journal ArticleDOI
TL;DR: In this article, the authors discuss some key problems faced in high-speed train operation such as wheel tread concave wear causing the lateral oscillation of the train in operation, wheel roundness higher-order polygonal wear leading to fierce vertical vibration of wheel/rail and abnormal vibration noise of the coach interior of a train thus causing loosening and cracking of train bogie parts, short pitch rail corrugation generation on the part of the track.
Abstract: This paper discusses some key problems faced in high-speed train operation. These problems include: wheel tread concave wear causing the lateral oscillation of the train in operation, wheel roundness higher-order polygonal wear leading to fierce vertical vibration of wheel/rail and abnormal vibration noise of the coach interior of the train thus causing loosening and cracking of the train bogie parts, short pitch rail corrugation generation on the part of the track, fracture of cushion layer and road base fracture of the track, and increased noise inside and outside the train. At present, the mechanism of the occurrence and development of these phenomena is still not fully understood. This paper briefly reviews the related research on these problems in China and abroad, including many important recent papers and the articles published in this special issue. They make outstanding contributions to solving these problems, and include important work on train-track coupling large system theory, the relationship theory and technique of wheel/rail, and the vibration-noise reduction technology of the train.

67 citations

Journal ArticleDOI
TL;DR: A three-dimensional dynamic model of a high-speed train coupled with a ballast track for dynamic derailment analysis is presented, in which the commonly used derailment safety assessment criteria around the world are embedded in the simulation model.
Abstract: The running safety of high-speed trains has become a major concern of the current railway research with the rapid development of high-speed railways around the world. The basic safety requirement is to prevent the derailment. The root causes of the dynamic derailment of high-speed trains operating in severe environments are not easy to identify using the field tests or laboratory experiments. Numerical simulation using an advanced train-track interaction model is a highly efficient and low-cost approach to investigate the dynamic derailment behavior and mechanism of high-speed trains. This paper presents a three-dimensional dynamic model of a high-speed train coupled with a ballast track for dynamic derailment analysis. The model considers a train composed of multiple vehicles and the nonlinear inter-vehicle connections. The ballast track model consists of rails, fastenings, sleepers, ballasts, and roadbed, which are modeled by Euler beams, nonlinear spring-damper elements, equivalent ballast bodies, and continuous viscoelastic elements, in which the modal superposition method was used to reduce the order of the partial differential equations of Euler beams. The commonly used derailment safety assessment criteria around the world are embedded in the simulation model. The train-track model was then used to investigate the dynamic derailment responses of a high-speed train passing over a buckled track, in which the derailment mechanism and train running posture during the dynamic derailment process were analyzed in detail. The effects of train and track modelling on dynamic derailment analysis were also discussed. The numerical results indicate that the train and track modelling options have a significant effect on the dynamic derailment analysis. The inter-vehicle impacts and the track flexibility and nonlinearity should be considered in the dynamic derailment simulations.

51 citations

Journal ArticleDOI
15 Nov 2019-Wear
TL;DR: In this paper, a long-term iterative wear model is proposed to predict the development of polygonal wear of railway wheels, and two new strategies to investigate wheel polygonization are proposed.

31 citations

Journal ArticleDOI
TL;DR: In this paper, a 3D coupling dynamic model of a vehicle and a China railway track system I (CRTS-I) slab track is developed to study the effect of CAM softening on track damage.
Abstract: Cement asphalt mortar (CAM) softening is a common phenomenon that results from aging and rain soaking when a high-speed railway is in service. CAM softening seriously affects vehicle operation safety and track dynamics. In this paper, a 3D coupling dynamic model of a vehicle and a China railway track system I (CRTS-I) slab track is developed. By using the proposed model, the wheel-rail contact forces, derailment coefficient, wheelset loading reduction ratio, and the track displacements are calculated to study the influences of CAM softening on the dynamic characteristics of a vehicle-track system. A track-subgrade finite difference model is developed to study the effect of CAM softening on track damage. The results show that track interface shear failure develops when the CAM softening coefficients reach 10–100. The CAM softening coefficient should not be less than 1000, otherwise a high-speed running vehicle may risk derailment.

23 citations


Cites background from "Effect of the first two wheelset be..."

  • ...Much research work on vehicletrack coupling dynamics and track-subgrade dynamics was carried out (Chen et al., 2014; Ling et al., 2014; Zhong et al., 2014)....

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References
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Journal ArticleDOI
TL;DR: In this article, a vehicle-track model was developed to describe the short-term system dynamics of an ICE-1 carriage while running on an elastic track, disturbances by wheel radius deformations are assumed.

124 citations

Journal ArticleDOI
D.J. Thompson, P. Fodiman1, H. Mahé
TL;DR: In this article, the TWINS prediction program for rolling noise has been evaluated and it is found that the model consistently predicts overall levels about 2 dB(A) higher than the measured values.

122 citations

Journal ArticleDOI
TL;DR: In this article, a detailed investigation conducted into the mechanism of the polygonal wear of metro train wheels through extensive experiments conducted at the sites is presented, including model tests of a vehicle and its parts and the tracks, the dynamic behaviour test of the vehicle in operation and the observation test of polygonale wear development of the wheels.
Abstract: This paper presents a detailed investigation conducted into the mechanism of the polygonal wear of metro train wheels through extensive experiments conducted at the sites. The purpose of the experimental investigation is to determine from where the resonant frequency that causes the polygonal wear of the metro train wheels originates. The experiments include the model tests of a vehicle and its parts and the tracks, the dynamic behaviour test of the vehicle in operation and the observation test of the polygonal wear development of the wheels. The tracks tested include the viaducts and the tunnel tracks. The structure model tests show that the average passing frequency of a polygonal wheel is approximately close to the first bending resonant frequency of the wheelset that is found by the wheelset model test and verified by the finite element analysis of the wheelset. Also, the dynamic behaviour test of the vehicle in operation indicates the main frequencies of the vertical acceleration vibration of the axl...

112 citations

Journal ArticleDOI
TL;DR: The results from an extensive wheel measurement campaign performed in Sweden are given and discussed in this paper, where the selected wheels had travelled a distance of more than 100,000 km, and the measurements were conducted when the train wagons/coaches had been taken out of traffic for maintenance, most of them due to reasons other than wheel OOR.

100 citations

Journal ArticleDOI
TL;DR: In this paper, the effects of non-linear contact on the wheel/rail dynamic interaction are investigated through calculations, analysis and comparisons with the results from a linear contact model, and the difference between the nonlinear and linear interactions is found to be small if the roughness level is not extremely severe and a typical static contact preload exists.
Abstract: A study is presented of the non-linear dynamic interaction between a wheel and rail, excited by rough-ness on the wheel and rail contact surfaces. A moving irregularity model is used to represent the wheel/ rail interaction process in the time-domain. A low order multiple degree-of-freedom system is developed to approximate the infinite track for numerical simulations. The effects of the non-linear contact on the wheel/rail dynamic interaction are investigated through calculations, analysis and comparisons with the results from a linear contact model. The difference between the non-linear and linear interactions is found to be small if the roughness level is not extremely severe and a typical static contact preload exists. The difference increases for low preloads or for high roughness amplitudes. For example, if the wheel and rail surfaces are in good condition (r.m.s. amplitudes of roughness below 15 mm), the linear model can be used without significant error for all static loads down to 25 kN (equivale...

99 citations