Prediction of corrugation in rails using a non-stationary wheel-rail contact model

Baeza, Luis; Vila, Paloma; Roda, A.; Fayos, Juan

doi:10.1016/j.wear.2008.01.024

Cited by 27 publications

(15 citation statements)

References 20 publications

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“…Some of those models include advanced wheel-rail contact approaches [4,5], and in some cases non-Hertzian models have been considered [6,7]. Moreover, the contact induced wear filtering and its effect on corrugation development has also been considered [8].…”

Section: Introductionmentioning

confidence: 99%

Modelling rail corrugation with specific-track parameters focusing on ballasted track and slab track

Oyarzabal

Correa

Vadillo

et al. 2011

Vehicle System Dynamics

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Section: Introductionmentioning

confidence: 99%

Modelling rail corrugation with specific-track parameters focusing on ballasted track and slab track

Oyarzabal

Correa

Vadillo

et al. 2011

Vehicle System Dynamics

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“…In the area of modelling the wheel-rail contact, the non-Hertzian effect was considered in [11,12] and the non-steady tangential contact was introduced in [13][14][15][16] This paper presents a simulation tool designed for predicting the wear pattern on the running surface of the rails and for studying the evolution of rail corrugation after thousands of wheelset passages. This simulation tool implements a cyclic track model, a rotating flexible wheelset model, a wheel-rail contact model and a wear model.…”

Section: Introductionmentioning

confidence: 99%

“…Por otra parte, la reducida amplitud de la rugosidad (0.1 m) es otra condición que asegura que los efectos no herciano y no estacionario se puedan despreciar para las longitudes de onda más pequeñas, según [227]. Sin embargo, FASTSIM no proporciona resultados precisos de las velocidades de deslizamiento en el contacto, que pueden afectar los resultados de desgaste [16], y sólo pueden corregirse implementando una teoría de contacto exacta.Los resultados obtenidos con el modelo de eje flexible rotatorio se comparan con los calculados empleando un modelo de eje rígido, con el fin de identificar posibles mecanismos que desencadenen el crecimiento de la rugosidad o corrugación.En la Figura 7.2(a) se representa una muestra de la historia temporal de la rugosidad aleatoria, con frecuencias comprendidas entre 60 y 1100 Hz, que se implementa con el fin de excitar el sistema acoplado vehículo-vía. En la Figura 7.2(b) se puede observar la magnitud de la transformada discreta de Fourier de la…”

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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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“…These Simplified Theories are adjusted to converge to the results from the Exact Theories, giving a good agreement when comparing the velocity of the wheel/rail contact point (creepages) and forces [81]. However, this agreement does not occur for the local slip velocities [152] and consequently, high errors resulting in the slip velocities seem to make the Simplified Theories inadequate to model the contact process through a non-constant friction coefficient that depends on the slip velocity.…”

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confidence: 99%

Advanced Techniques for Time-Domain Modelling of High-Frequency Train/Track Interaction

Navarro¹

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The aim of the present Thesis is to develop models for the study of very highfrequency phenomena associated with the coupled dynamics of a railway vehicle with the track. Through these models, this Thesis intends to address squeal noise as a particular case of rolling noise when the train negotiates a small radius curve.Wheel/rail interaction is the predominant source of noise emission in railway operations. Rolling contact couples the wheel and the rail through a very small area, characterised by strongly non-linear and non-steady state dynamics that differentiates rolling noise from any other noise problem. Wheel/rail contact problem is studied based on Kalker's variational theory and the local falling behaviour of the coefficient of friction is introduced by means of a regularisation of Coulomb's law. Its implementation shows that the influence of the falling friction on the creep curves can be assumed negligible, thus rolling contact is finally modelled using a constant coefficient of friction.Flexibility is introduced in railway substructures through the Finite Element (FE) method in order to cover the high-frequency range. This work adopts a rotatory wheelset model that takes computational advantage of its rotational symmetry. It also develops a cyclic flexible rail model that fixes the translational contact force in a spatial point of the mesh through a technique called Moving Element (ME) method. A modal approach is used to reduce significantly the number of degrees of freedom of the global problem and a diagonalisation technique permits to decouple the resulting modal equations of motion in order to reduce the computational requirements of the time integrator.Simulations in curving conditions in the time domain are carried out for constant friction conditions in order to study if the proposed interaction model can reproduce squeal characteristics for different curve radii and coefficients of friction.Keywords: train/track dynamic interaction, rotatory wheelset, cyclic track, wheel/rail rolling contact, falling friction, regularisation of Coulomb's law, Moving Element Method, decoupling techniques, curve squeal. iii ResumenEl objetivo de la presente Tesis es desarrollar modelos para el estudio de fenómenos de muy alta frecuencia asociados a la dinámica acoplada de un vehículo ferroviario con la vía. A través de estos modelos, esta Tesis pretende abordar el fenómeno de los chirridos como un caso particular de ruido de rodadura en condiciones de curva cerrada.La interacción rueda/carril es la fuente predominante de ruido en las operaciones ferroviarias. El contacto es el responsable del acoplamiento entre la rueda y el carril a través de un área muy pequeña caracterizada por una dinámica fuertemente no lineal y no estacionaria. El problema de contacto rueda/carril se estudia mediante la teoría variacional de Kalker y la caída local del coeficiente de fricción se introduce por medio de una regularización de la ley de Coulomb, que muestra que su influencia sobre las curvas de fluencia se puede despre...

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Prediction of corrugation in rails using a non-stationary wheel-rail contact model

Cited by 27 publications

References 20 publications

Modelling rail corrugation with specific-track parameters focusing on ballasted track and slab track

Modelling rail corrugation with specific-track parameters focusing on ballasted track and slab track

Modelado del crecimiento del desgaste ondulatorio en carriles ferroviarios.

Advanced Techniques for Time-Domain Modelling of High-Frequency Train/Track Interaction

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