Rail corrugation growth on small radius curves—Measurements and validation of a numerical prediction model

Torstensson, Peter; Schilke, Martin

doi:10.1016/j.wear.2013.03.029

Cited by 40 publications

(31 citation statements)

References 24 publications

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“…The opinion that the transient dynamic interaction of wheel-rail system owing to original roughness of rail surface causes corrugation is widely accepted, which assumes that the variation of friction work is caused by the transient dynamic interaction and then the corrugation appears. Numerous research works on rail corrugation were carried out based on this theory [3][4][5][6][7][8][9][10][11]. A linear mathematical model for descripting the wheel-rail transient dynamics was built by Muller [3], which assisted in understanding the formation of short pitch corrugation.…”

Section: Literature Reviewmentioning

confidence: 99%

A case study of rail corrugation phenomenon based on the viewpoint of friction-induced oscillation of a wheelset-track system

Cui¹,

Chen²,

Yang³

et al. 2017

J. vibroeng.

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An interesting rail corrugation phenomenon unreported in open literature is found in Beijing metros, in which the wavelength of rail corrugation in the Cologne egg sleeper section is obviously different from that in the fixed dual short sleeper section, although both sleeper sections are located on an identical sharp curved track. Based on the viewpoint that friction-induced oscillation is the main cause of rail corrugation in some cases, three multiple-wheelset-track models in the transitional section on an identical sharp curved track are built in this paper. The phenomenon is researched by adopting the complex eigenvalue method together with the transient dynamic method. The simulation results are consistent with the corrugation measured in real metros. It can be found that the unstable oscillations mainly occur on the low rail and the relevant frequencies are noticeably different in different sleeper support sections. The dominant unstable oscillation frequencies in the fixed dual short sleeper and Cologne egg sleeper sections are about 201 and 422 Hz, respectively. However, when a sharp curved track is supported only by fixed dual short sleepers or Cologne egg sleepers, the unstable oscillation frequencies are close to each other, which are both about 420 Hz. Therefore, the corresponding wavelengths of rail corrugation are different in different conditions. The local special phenomenon can be satisfactorily explained and the viewpoint of friction-induced oscillation can be further verified.

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Section: Literature Reviewmentioning

confidence: 99%

A case study of rail corrugation phenomenon based on the viewpoint of friction-induced oscillation of a wheelset-track system

Cui¹,

Chen²,

Yang³

et al. 2017

J. vibroeng.

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“…Grassie [3] analyzed and summarized the characteristics, causes, and solutions of various rail corrugations by means of experiment, concluding that corrugated rails are corresponding to the problem of fixed frequency. Torstensson and Schilke [4] investigated the development of corrugated rail and noise vibration level of Swedish metro when the vehicles passed through the low rail in sharp curves at a speed of 30 km/h, and then a numerical tool is used for the prediction of rail corrugation growth on curves. Daniel et al [5] established the nonlinear timedomain model of a bogie to investigate the rail corrugation; the model was tuned to match FE predictions of its natural frequencies, the parameters were obtained from field experiment, and the model could predict the wavelength per sleeper of corrugation below 100 mm.…”

Section: Introductionmentioning

confidence: 99%

Effect of Surface Hardening on Dynamic Frictional Rolling Contact Behavior and Degradation of Corrugated Rail

Gao

Wang

et al. 2019

Shock and Vibration

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e present study was undertaken to evaluate the effect of surface hardening technology on dynamic frictional rolling contact behavior and degradation of corrugated rail in Shenzhen. Characteristic parameters such as length and depth of corrugation were analyzed by means of a continuous measurement method based on the corrugation analysis trolley. e explicit finite element method for material hardening characteristics and real contact geometry was adopted to set up the 3D transient FE model of wheel and rail, after which the value and distribution of stress/strain as well as contact solutions could be obtained during frictional contact, and then the Archard wear model and simplified wear superposition method are integrated as a numerical simulation tool for rail wear after hardening. e simulation results show that laminar plasma surface hardening technology can increase residual stress and shear stress in quenched zones, leading to local stress concentration at their boundaries; the plastic strain in the matrix material is higher than that in the quenched zones, while the strain concentration is mainly focused on the matrix material. e hardening can remarkably reduce the rail wear along the corrugation wave, and the wear depth of material with hardening technology is about 36% of that of nonhardening material. Laminar plasma surface hardening technology can therefore restrain the development of rail corrugation.

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“…The monitoring data shows that the corrugation is already serious in the control section and the typical wavelengths of the corrugation are 25～80 mm. However, the rails basically [3][4] ，改善行车条件 [5] 等。其中，刘卫丰等对北京地铁采用剪切型扣件的钢轨波磨机理和整治措施进行了研究，并取得良好的波磨治理效果 [3,6] 。但目前对于采用 DTVI 2 扣件的普通整体道床轨道发生钢轨波磨问题的研究相对较少。 DTVI 2 扣件在地铁轨道中铺设比例高，在此扣件区段出现的钢轨波磨会恶化轮轨关系并增加养护维修的工作量 [7][8] [17] 和移动波深幅值峰峰平均值 (PPR) [18] …”

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Demonstration Test on Treatment Solution Against Rail Corrugation Occurs at DTVI2 Fastener Track Sections in Beijing Metro

Chen¹

2018

JME

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Abstract：DTVI 2 fastener is the most common used fastening system in Beijing Metro, and demonstrated as a stable system by long term usage. However, unexpected rail corrugation occurs on DTVI 2 fasteners sections in a new open metro line. In order to provide a treatment solution for this unexpected problem, tuned rail damper ('TRD' for short) is proposed to suppress the growth of rail corrugation by installing. The demonstration test track is conducted in a section of Beijing Metro Line 6, which is suffering serious rail corrugation. TRDs are mounted at both sides of rail in the test track section, while the rail remained the original state in the control section. A measurement campaign is conducted to compare the direct rail frequency response prosperities and the decay rate of track for both sections. The results indicate that the dynamic properties of DTVI 2 fastener track are optimized by TRD. For one side, some resonant peaks (such as the vertical resonant peak at 209 Hz and the transverse peak at 845Hz etc.) are removed and the vertical/transverse first-order pinned-pinned resonance response amplitudes are decreased by 23%/25% shown on the frequency response curves. For the other side, the damping characteristics are significantly improved at 200～5 000 Hz. The vertical decay rate curve achieves the maximum growth of 16 times at 315 Hz, and the transverse one is 8 times at 160Hz. In addition, the growth of rail roughness was also traced for a period of more than 456 days after the installation. The monitoring data shows that the corrugation is already serious in the control section and the typical wavelengths of the corrugation are 25～80 mm. However, the rails basically remain 'silent' in the test track section. Therefore, TRD is demonstrated as an effective solution for suppressing the growth of such rail corrugation occurs at DTVI 2 fastener track sections. Key words：metro；DTVI 2 fastener；rail corrugation；tuned rail damper* 20170612 收到初稿，20171220 收到修改稿

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Rail corrugation growth on small radius curves—Measurements and validation of a numerical prediction model

Cited by 40 publications

References 24 publications

A case study of rail corrugation phenomenon based on the viewpoint of friction-induced oscillation of a wheelset-track system

A case study of rail corrugation phenomenon based on the viewpoint of friction-induced oscillation of a wheelset-track system

Effect of Surface Hardening on Dynamic Frictional Rolling Contact Behavior and Degradation of Corrugated Rail

Demonstration Test on Treatment Solution Against Rail Corrugation Occurs at DTVI2 Fastener Track Sections in Beijing Metro

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