Formation mechanism of short-pitch rail corrugation on metro tangent tracks with resilient fasteners

Li, Wei; Zhou, Zhijun; Zhao, Xin; Wen, Zefeng; Jin, Xuesong

doi:10.1080/00423114.2022.2086143

Cited by 9 publications

(2 citation statements)

References 34 publications

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“…Rail corrugation is prevalent in the railroad system, mainly manifested as wave-like unevenness along the longitudinal direction of the rail surface. The occurrence of rail corrugation is closely related to the dynamics of vehicle-track system, therefore, for different vehicle operating environments, the occurrence probability and apparent characteristics of rail corrugation are not the same [1]. Rail corrugation is very easy to induce abnormal vibration and high-frequency noise in the wheel-rail system, damaging system components and adversely affecting the stability of vehicle operation [2,3].…”

Section: Introductionmentioning

confidence: 99%

Formation Mechanism of Rail Corrugation for Modern Tram Lines

Wang,

Lei,

Zhu

2024

Period. Polytech. Civil Eng.

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In order to explain the phenomenon of corrugation on measured line sections of the modern tram, a numerical model of modern tram-track coupling has been established by utilizing the multi-body dynamics method, and the formation mechanism of corrugation has been studied from the perspective of wheel-rail contact creep. The results show that the smaller the curve radius is, the greater the probability of corrugation occurs. The corrugation wavelength range is 40 mm~50 mm, the wave depth range is 0.05 mm~0.1 mm, and the wave depth is relatively small compared with the corrugation wave depth of metro lines, which is in line with the characteristics of the light-load operation of the tram. The formation mechanism of corrugation on modern tram sharp curves can be described as wheel-rail contact creep saturation leads to the generation of corrugation, and the source of creep is related to the guiding mechanism of the longitudinally coupled independent wheelset bogie. The formation of corrugation on the straight line of the modern tram is related to the difference in wheel diameters between the front and rear wheelsets on the same side, which can lead to different longitudinal velocities, thus generating longitudinal creep forces and inducing rail corrugation.

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Section: Introductionmentioning

confidence: 99%

Formation Mechanism of Rail Corrugation for Modern Tram Lines

Wang,

Lei,

Zhu

2024

Period. Polytech. Civil Eng.

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“…However, short-pitch corrugation (hereinafter referred to as corrugation) has a high probability of occurrence on metro tracks with resilient fasteners on curved or tangent lines. [1][2][3][4] This leads to deteriorated wheel-rail interaction, poor riding comfort, and increased maintenance costs. To prevent this from occurring, it is important to understand the formation mechanism.…”

Section: Introductionmentioning

confidence: 99%

Short-pitch corrugation formation on resilient fastener metro tracks explained using rail-bending vibrations within the bogie wheelbase

Ren

Tao

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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Short-pitch corrugation is a serious problem on resilient fastened railway track for many metro lines, causing severe noise and vibration that shortens the life of the vehicle and track components. To address this problem, the formation mechanism of this kind of corrugation is investigated in this study. The corrugation characteristics and natural frequency of the resilient fastener track are determined by field investigations. Then, ‘frequency sweeping’ and long-term rail-roughness prediction models are developed to reveal the crucial role of the interactions between two wheelsets in the corrugation formation and to estimate the effects of speed variations and bogie wheelbase on corrugation growth. The spectral analysis results indicate that the spatial frequency spectrum exhibits several peaks at equal intervals due to the short-pitch corrugation of a resilient fastener metro track, which are related to the third-order rail-bending vibration within the bogie wheelbase at about 775 Hz. In addition, large and small speed variations affect the wavelength and depth growth of the corrugation, respectively. The growth of corrugation depth is amplified when the resonance frequency associated with the corrugation formation is an integer-multiple of the wheel-passing frequency. The wheelbase is also an important factor in determining the corrugation wavelength because of its influence on the resonance frequency.

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