Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

Zhong, Tingsheng; Chen, Gong; Sheng, Xiaozhen; Zhan, Xueyan; Zhou, Liqun; Kai, Jian

doi:10.1007/s40534-017-0154-6

Cited by 16 publications

(14 citation statements)

References 17 publications

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“…In previous research, most of the wheel-rail noise prediction and analysis have been conducted to mitigate those noises. The noise analysis has been performed to predict and reduce rolling noise in references [16][17][18] and to reduce curve squeal in references [19,20]. This study focuses on the analysis of the noise to estimate the adhesion condition between wheel and rail at their contact interface.…”

Section: Design Of Acoustic Noise-based Adhesion Estimation Modulementioning

confidence: 99%

Experimental prototyping of the adhesion braking control system design concept for a mechatronic bogie

Shrestha

Spiryagin

2021

Rail. Eng. Science

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The dynamic parameters of a roller rig vary as the adhesion level changes. The change in dynamics parameters needs to be analysed to estimate the adhesion level. One of these parameters is noise emanating from wheel–rail interaction. Most previous wheel–rail noise analysis has been conducted to mitigate those noises. However, in this paper, the noise is analysed to estimate the adhesion condition at the wheel–rail contact interface in combination with the other methodologies applied for this purpose. The adhesion level changes with changes in operational and environmental factors. To accurately estimate the adhesion level, the influence of those factors is included in this study. The testing and verification of the methodology required an accurate test prototype of the roller rig. In general, such testing and verification involve complex experimental works required by the intricate nature of the adhesion process and the integration of the different subsystems (i.e. controller, traction, braking). To this end, a new reduced-scale roller rig is developed to study the adhesion between wheel and rail roller contact. The various stages involved in the development of such a complex mechatronics system are described in this paper. Furthermore, the proposed brake control system was validated using the test rig under various adhesion conditions. The results indicate that the proposed brake controller has achieved a shorter stopping distance as compared to the conventional brake controller, and the brake control algorithm was able to maintain the operational condition even at the abrupt changes in adhesion condition.

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Section: Design Of Acoustic Noise-based Adhesion Estimation Modulementioning

confidence: 99%

Experimental prototyping of the adhesion braking control system design concept for a mechatronic bogie

Shrestha

Spiryagin

2021

Rail. Eng. Science

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“…Thus, a 2.5D acoustic boundary element method, which only requires a 2D boundary mesh, can be derived for calculating the sound pressure in each circumferential order, as described in Ref. [34]. In this way, the sound power radiated by the wheelset can be obtained.…”

Section: Prediction Of Wheel Radiationmentioning

confidence: 99%

“…In this way, the sound power radiated by the wheelset can be obtained. The total sound power is the sum of sound powers due to each circumferential order [34].…”

Section: Prediction Of Wheel Radiationmentioning

confidence: 99%

Modelling wheel/rail rolling noise for a high-speed train running along an infinitely long periodic slab track

Sheng

Thompson

2020

The Journal of the Acoustical Society of America

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Around 35,000 km high-speed railways are in operation in China with a maximum speed of 350 km/h. The main track form on the high-speed lines is non-ballasted slab track. Measurements show that, at high speeds, rolling noise is still the dominant source for both interior and exterior noise.Although rolling noise modelling has been investigated for more than 30 years, a train running at 350 km/h or higher along a non-ballasted slab track introduces a number of new factors which have not been adequately addressed in the past. The aim of this paper is to describe an approach that brings together elements that have been developed recently to model rolling noise for a high-speed train running on a slab track. Features of the approach include modelling interactions between multiple moving and rotating wheelsets with an infinitely long periodic track, treating all the radiators as moving sources, and directly predicting sound pressure frequency spectra for observation points near the track. Results are produced for a typical Chinese high-speed train and track, including wheel and rail receptances, wheel/rail forces, comparison of rolling noise with measured pass-by noise, dependence on train speed, and contributions from the wheelset, rail and slab. KEY WORDSRolling noise; railway noise; high-speed train; slab track. I. INTRODUCTIONChina has seen a boom in high-speed railway network since the first line was first opened in 2008.After only 12 years, around 35,000 km of high-speed railways are in operation with a maximum speed of up to 350 km/h. Trains with even higher speeds are also under development. The main track form on the high-speed lines is the non-ballasted slab track. Such a rapid development greatly benefits the country and its people, but at the same time highspeed lines also significantly impact the environment by generating noise. To control the impact, a -2 -detailed understanding of the noise sources must be achieved. Therefore, a large number of in-situ noise measurements have been performed. Measured data suggest that at high speeds, noise from the bogie area is the dominant noise source for both interior and exterior noise [1]. The importance of bogies for external noise is also noted in Ref. [2] for Korean high-speed trains.At high speeds, noise from the bogie region mainly consists of two parts. One is rolling noise generated from wheel/rail interaction and the resulting vibration, and the other is generated from aerodynamic interactions between the bogie and air. It is understood that the former is dominant over the latter from around 50 km/h up to 300 km/h [3], whereas aerodynamic noise increases with speed at a higher rate and may become dominant at a sufficiently high speed [4]. However, for a high-speed train running along a non-ballasted slab track, the relative importance of the various sources, particularly at speeds of 350 km/h and above, and how they depend on train speed and other design and operational parameters, are still questions to be answered.It is difficult to answer these questions...

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“…However, although the waveguide FEM reduces the computation time greatly, it is suitable only for structures with constant cross section in the longitudinal direction. The idea of this method was applied to calculating vibration and sound radiation of a train wheel, which considers wheel rotation but only requires a 2D mesh over a cross section containing the wheel axis [18].…”

Section: Introductionmentioning

confidence: 99%

Vibro-acoustic performance of steel–concrete composite and prestressed concrete box girders subjected to train excitations

et al. 2021

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Owning to good mechanical properties, steel–concrete composite (SCC) and prestressed concrete (PC) box girders are the types of elevated structures used most in urban rail transit. However, their vibro-acoustic differences are yet to be explored in depth, while structure-radiated noise is becoming a main concern in noise-sensitive environments. In this work, numerical simulation is used to investigate the vibration and noise characteristics of both types of box girders induced by running trains, and the numerical procedure is verified with data measured from a PC box girder. The mechanism of vibration transmission and vibro-acoustic comparisons between SCC and PC box girders are investigated in detail, revealing that more vibration and noise arise from SCC box girders. The vibration differences between them are around 7.7 dB(A) at the bottom plate, 19.3 dB(A) at the web, and 6.7 dB(A) at the flange, while for structure-radiated noise, the difference is around 5.9 dB(A). Then, potential vibro-acoustic control strategies for SCC box girders are discussed. As the vibro-acoustic responses of two types of girders are dominated by the force transmitted to the bridge deck, track isolation is better than structural enhancement. It is shown that using a floating track slab can make the vibration and noise of an SCC box girder lower than those of a PC box girder. However, structural enhancement for the SCC box girder is extremely limited in effects. The six proposed structural enhancement measures reduce vibration by only 1.1–3.6 dB(A) and noise by up to 1.5 dB(A).

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Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

Cited by 16 publications

References 17 publications

Experimental prototyping of the adhesion braking control system design concept for a mechatronic bogie

Experimental prototyping of the adhesion braking control system design concept for a mechatronic bogie

Modelling wheel/rail rolling noise for a high-speed train running along an infinitely long periodic slab track

Vibro-acoustic performance of steel–concrete composite and prestressed concrete box girders subjected to train excitations

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