Railway Train-Track Dynamics for Wheelflats with Improved Contact Models

Baeza, Luis; Roda, A.; Carballeira, Javier; Giner, Eugenio

doi:10.1007/s11071-005-9014-8

Cited by 52 publications

(43 citation statements)

References 9 publications

(13 reference statements)

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“…Further, Nielsen and Oscarsson [42] introduced the state-dependent parameters of the track elastic components into the vertical vehicle-track dynamics model, and considered the influence of dynamic wheel load on the track behaviours. Baeza et al [43] modelled both the rail and the sleepers by the Timoshenko beam, and compared the wheel-rail dynamic responses excited by the wheel flat under the conditions of Hertz and non-Hertz contacts. To study the effects of the structure elasticity on the wheel-rail dynamic forces, Chaar [44] simulated the wheelset by the finite element method (FEM), and regarded the track as the discrete mass elements.…”

Section: Introductionmentioning

confidence: 99%

Establishment and verification of three-dimensional dynamic model for heavy-haul train–track coupled system

Liu

Zhai

Wang

2016

Vehicle System Dynamics

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For the long heavy-haul train, the basic principles of the intervehicle interaction and train-track dynamic interaction are analysed firstly. Based on the theories of train longitudinal dynamics and vehicle-track coupled dynamics, a three-dimensional (3-D) dynamic model of the heavy-haul train-track coupled system is established through a modularised method. Specifically, this model includes the subsystems such as the train control, the vehicle, the wheel-rail relation and the line geometries. And for the calculation of the wheel-rail interaction force under the driving or braking conditions, the large creep phenomenon that may occur within the wheel-rail contact patch is considered. For the coupler and draft gear system, the coupler forces in three directions and the coupler lateral tilt angles in curves are calculated. Then, according to the characteristics of the long heavy-haul train, an efficient solving method is developed to improve the computational efficiency for such a large system. Some basic principles which should be followed in order to meet the requirement of calculation accuracy are determined. Finally, the 3-D train-track coupled model is verified by comparing the calculated results with the running test results. It is indicated that the proposed dynamic model could simulate the dynamic performance of the heavy-haul train well. ARTICLE HISTORY

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Section: Introductionmentioning

confidence: 99%

Establishment and verification of three-dimensional dynamic model for heavy-haul train–track coupled system

Liu

Zhai

Wang

2016

Vehicle System Dynamics

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“…Finally, the irregularity profile eventually disappears due to the successive impacts over the rail (degenerated or rounded wheel-flat). At this stage, the wheel-flat becomes a continuous curve of length greater than L. The wheel wear may cause a further increase of the wheel-flat length but, since this process is rather slow and uniform, so the loss of material d remains unchanged until it is removed by a turning machine (Baeza et al, 2006). However, if the rounded wheel-flat length increasesabovefourtimesfromtheoriginalsize,thedefectmakesthewheelbeout-of-round (Snyder & Stone, 2003).…”

Section: Theoretical Backgroundmentioning

confidence: 99%

New Ultrasonic Techniques for Detecting and Quantifying Railway Wheel-Flats

Brizuela¹,

Fritsch²,

Ibanez³

2012

Reliability and Safety in Railway

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“…The last method was implemented in rail wear calculations. Another work that followed this approach, but applied to wheelflats, was that of [12] who made use of the dynamic model proposed in [13].…”

Section: Introductionmentioning

confidence: 99%

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

Baeza

Vila

Roda

et al. 2008

Wear

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a b s t r a c tMost of the models used for simulating the conditions existing in the wheel-rail contact are based on stationary theories. In such theories, the parameters associated with the wheel-rail contact are independent on the conditions applied on it previously. This supposition is a simplification of the real phenomenon, whose validity lies in the rapid convergence of the contact parameters to their stationary values. However, the conditions simulated by means of non-stationary theories may differ from those obtained by using stationary theories when external conditions vary rapidly. Certain types of rail corrugation may be related to high-frequency normal or tangential forces transmitted through the contact, which may determine the effect of the temporal history on the contact parameters, and consequently on the rail wear. In order to investigate the influence of the contact process on the results of models of corrugation calculation, a methodology for estimating the rail wear depth due to a wheel running on a stretch of rail is developed. The method implements an improved contact model where non-stationary hypotheses and an exact elastic model are taken into account. The results show the influence of the more realistic hypotheses adopted in the proposed method.

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Railway Train-Track Dynamics for Wheelflats with Improved Contact Models

Cited by 52 publications

References 9 publications

Establishment and verification of three-dimensional dynamic model for heavy-haul train–track coupled system

Establishment and verification of three-dimensional dynamic model for heavy-haul train–track coupled system

New Ultrasonic Techniques for Detecting and Quantifying Railway Wheel-Flats

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

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