A case study of wear-type rail corrugation prediction and control using speed variation

Meehan, Paul A.; Bellette, P. A.; Batten, R. D.; Daniel, William J.T.; Horwood, R. J.

doi:10.1016/j.jsv.2009.02.046

Cited by 27 publications

(21 citation statements)

References 23 publications

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“…More complex three dimensional numerical models can provide more fidelity but are computationally expensive, making effective analysis of speed distribution effects over many vehicle passes difficult. However, simplifications in modelling based on identifying the dominant interactions may be used to provide efficient analysis such as that developed in [7]. A variety of control techniques have also been proposed and developed to mitigate rail corrugation growth.…”

Section: Figure 1 -9-month-old Corrugated Rail Profilementioning

confidence: 99%

“…However the application of friction modifiers [22,23] for reducing the occurrence of rail corrugations has been relatively successful by changing the friction coefficient and stick-slip behaviour in the contact. Alternatively, recent studies have shown that widening the probabilistic passing speed distribution over a section of rail can be an effective corrugation mitigation tool [7,9,10], although environmental effects may swamp performance in the field [24]. Often though, the variance of train speed approved by rail operators will be limited in order to meet existing timetables.…”

Section: Figure 1 -9-month-old Corrugated Rail Profilementioning

confidence: 99%

“…The following subsections outline details of the components in Figure 2 used to derive a corrugation growth expression for a bogie in cornering under varying speed conditions. In this case, the corrugation mechanism is based on the field and modelled behaviour identified in [7] whereby cornering corrugations were shown to be associated with dynamic normal forcing of the wheel/rail contact inducing high amplitudes of varying lateral slip. This behaviour was validated using a more complex 3D model and field measurements where vertical dynamics was shown to dominate because the high effective lateral contact damping is found to minimise the effect of the lateral dynamics (see Appendix in [7]).…”

Section: Figure 2 -Corrugation Modelling Block Diagrammentioning

confidence: 99%

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The effect of non-uniform train speed distribution on rail corrugation growth in curves/corners

Meehan

Batten

Bellette

2016

Wear

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Rail corrugation is a significant problem in railway engineering, manifesting as an oscillatory wear pattern on the rail head. These profile variations induce unwanted vibrations, excessive noise and other associated problems. Constant train speed for consecutive train passes has been shown to accelerate corrugation growth while widening the probabilistic speed distribution can be shown to mitigate the phenomena. This paper extends this research by investigating the effect of non-uniformity (or asymmetry) in speed distribution on corrugation growth on curved track/corners. To this end, an efficient corrugation growth prediction model is further developed to include quasistatic bogie cornering dynamics and investigated under non-uniform speed distribution conditions. The results indicate that under typical cornering conditions, the rate of corrugation growth is increased (or decreased) when the mean or skewness of the distributed set of passing speeds is biased to higher (or lower) speeds. In particular, for the conditions investigated, controlling (or not controlling) skewness could achieve a further 12% (or-20%) in corrugation growth rate reduction from a nominal 41% reduction due to symmetric speed variation. Hence, non-uniform speed distribution could cause up to a 50% reduction in predicted effectiveness of widened speed distribution control to reduce corrugation growth rate.

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Section: Figure 1 -9-month-old Corrugated Rail Profilementioning

confidence: 99%

Section: Figure 1 -9-month-old Corrugated Rail Profilementioning

confidence: 99%

Section: Figure 2 -Corrugation Modelling Block Diagrammentioning

confidence: 99%

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The effect of non-uniform train speed distribution on rail corrugation growth in curves/corners

Meehan

Batten

Bellette

2016

Wear

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“…The objective is to take actions at relatively fixed intervals so that the damage does not develop into a state that requires time-consuming and expensive maintenance measures. An example of preventive maintenance measures is the cyclic grinding of the rail top that is performed in some metro and train systems [8]. In this manner, unwanted vibrations and noise are kept below undesired levels, and crack formation is prevented.…”

Section: Introductionmentioning

confidence: 99%

Identification of characteristic frequencies of damaged railway tracks using field hammer test measurements

Oregui

Dollevoet

2015

Mechanical Systems and Signal Processing

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“…Mediante el modelo de corrugación se predijo que los carriles sin amortiguadores desarrollaban corrugación cuya longitud de onda era la correspondiente a la frecuencia de la resonancia articulada-articulada. En cambio, los amortiguadores del carril reducían el crecimiento de la corrugación y desplazaban la corrugación a longitudes de onda mayores.Meehan et al en [137] generalizaron y ajustaron los modelos de crecimiento de la corrugación presentados anteriormente por los autores [22,44,134, 135] a las condiciones existentes en un tramo de vía curva objeto de estudio, con la finalidad de validar los resultados teóricos obtenidos en trabajos anteriores, en los que se apuntaba que ampliando la distribución de velocidades de paso de los vehículos se podría reducir el crecimiento de la corrugación [22]. Se realizaron predicciones de las variaciones esperadas en la tasa de crecimiento de la corrugación al ampliar la distribución de velocidades de paso de los vehículos, empleando medidas previas de la rugosidad de la vía para ajustar los modelos de crecimiento de la corrugación, mediante un modelo bidimensional [22,135] y uno tridimensional más complejo [44].…”

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Modelado del crecimiento del desgaste ondulatorio en carriles ferroviarios.

Tortosa¹,

Paloma²

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Rail corrugation is a wavy defect that appears on the running surfaces of rails. It is one of the main reasons for abnormal increase in rolling noise and vibrations. Despite it being an old railway problem and there being an extensive literature on the subject, the causes of its occurrence are not yet fully understood in many cases. In this context, mathematical models simulating the initiation and development of the corrugation can help understand the causes behind it.In this Thesis, a nonlinear mathematical model is presented for predicting the growth of rail corrugation. The tool developed is based on a feedback process that involves, firstly, the vehicle-track interaction dynamics, and secondly, a methodology for estimating wear of rails. The train-track interaction model considers the hypothesis of cyclic track together with the flexibility and the inertial effects associated with the rotation of the wheelset.The same wheel-rail contact model, which relies on non-hertzian and non-steadystate hypotheses, is used both for calculating the train-track dynamics and for estimating wear. In the contact model developed here, which is based on the Variational Theory by Kalker, the potential contact area is discretized into triangular elements on which the distributions of contact stresses vary linearly. By doing so, a better representation of the contact stresses distributions is expected to be obtained in comparison to the original method.The influence of both the non-steady-state and the non-hertzian effects at wheelrail contact on calculating the wear depth on the railhead is analyzed through simulations. Additionally, the influence of the flexibility and the inertial effects of the flexible rotating wheelset on estimating wear and rail corrugation growth is studied in order to identify possible wavelength-fixing mechanisms related to the dynamics of the wheelset.Keywords: rail corrugation, wear, wheel-rail contact, rotating flexible wheelset. vii A mis padres y hermanos A José Antonio ix AgradecimientosEn primer lugar, quiero expresar mi agradecimiento a Luis Baeza por su confianza en mí y su apoyo durante toda esta etapa, por el tiempo dedicado a dirigir esta Tesis y por sus esfuerzos para que tomara un buen rumbo y saliera finalmente a la luz. También debo agradecerle sus valiosos consejos y su exhaustiva revisión del documento de la Tesis.No me puedo olvidar de mis compañeros del CIIM de la línea de investigación de ferrocarriles, de los que estaban cuando empecé y de los que se han incorporado más recientemente, que en todo momento me han ofrecido su apoyo y colaboración y de todos aprendo todos los días. ¡Gracias chicos! También debo mi gratitud a todos los compañeros del DIMM, en especial a aquellos con los que he compartido docencia, por su inestimable ayuda con las clases y prácticas que eran nuevas para mí. A Fede, por sus consejos y ayuda impagable en todo lo relativo a la informática. A Marga, Amparo, Àngels y Eva por hacer fáciles todas las gestiones.Y cómo no, también quiero dar las gracias ...

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A case study of wear-type rail corrugation prediction and control using speed variation

Cited by 27 publications

References 23 publications

The effect of non-uniform train speed distribution on rail corrugation growth in curves/corners

The effect of non-uniform train speed distribution on rail corrugation growth in curves/corners

Identification of characteristic frequencies of damaged railway tracks using field hammer test measurements

Modelado del crecimiento del desgaste ondulatorio en carriles ferroviarios.

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