Wheel/rail noise—Part III: Impact noise generation by wheel and rail discontinuities

Vér, István L.; Ventres, C. S.; Myles, Mark M.

doi:10.1016/0022-460x(76)90863-4

Cited by 57 publications

(26 citation statements)

References 7 publications

Supporting

Mentioning

Contrasting

Unclassified

Order By: Relevance

“…It gives a non-exhaustive list of local discontinuities encountered in urban areas that commonly contribute to ground vibration generation. [40] For each defect, the effective dimensions and, if necessary, the curvature of the wheel are shown. The shape 'seen' by the wheel/rail interface (illustrated by the dotted line in Table 1) can be different than the singular defect shape.…”

Section: Introductionmentioning

confidence: 99%

Railway ground vibrations induced by wheel and rail singular defects

Kouroussis

Connolly

Alexandrou

et al. 2015

Vehicle System Dynamics

View full text Add to dashboard Cite

Railway local irregularities are a growing source of ground-borne vibration and can cause negative environmental impacts, particularly in urban areas. Therefore, this paper analyses the effect of railway track singular defects (discontinuities) on ground vibration generation and propagation. A vehicle/track/soil numerical railway model is presented, capable of accurately predicting vibration levels. The prediction model is composed of a multibody vehicle model, a flexible track model and a finite/infinite element soil model. Firstly, analysis is undertaken to assess the ability of wheel/rail contact models to accurately simulate the force generation at the wheel/rail contact, in the presence of a singular defect. It is found that, although linear contact models are sufficient for modelling ground vibration on smooth tracks, when singular defects are present higher accuracy wheel/rail models are required. Furthermore, it is found that the variation in wheel/rail force during the singular defect contact depends on the track flexibility, and thus requires a fully coupled vehicle/track/foundation model. Next, a parametric study of ground vibrations generated by singular rail and wheel defects is undertaken. Six shapes of discontinuity are modelled, representing various defect types such as transition zones, switches, crossings, rail joints and wheel flats. The vehicle is modelled as an AM96 train set and it is found that ground vibration levels are highly sensitive to defect height, length and shape.

show abstract

Section: Introductionmentioning

confidence: 99%

Railway ground vibrations induced by wheel and rail singular defects

Kouroussis

Connolly

Alexandrou

et al. 2015

Vehicle System Dynamics

View full text Add to dashboard Cite

show abstract

“…However, the dynamic load will be irregular and abrupt when the vehicle-track system is out of order, especially when the speed of the train is high which will lead to high-speed loading. In literatures [7][8][9], impact vibrations affecting high-speed railway are mainly caused by welded rail joints, corrugated rails, flat wheels, eccentric wheels, and non-circular wheels. In such a complex dynamic system, It is quite difficult to guarantee the safety of the train.…”

Section: Fig 1 Structure Of Crts I Track Systemmentioning

confidence: 99%

A study of the dynamic mechanical properties of CRTS I type CA mortar

Zeng

Deng

Wang

et al. 2016

Construction and Building Materials

View full text Add to dashboard Cite

Cement and emulsified asphalt mortar (CA mortar) consists of cement, emulsified asphalt, sand, water, and other additives, which can be used as a vibration attenuator and isolation casting layer in modern high-speed railway. However, the dynamic mechanical properties of CA mortar have not been well documented until now. In this paper, a series of experiments were carried out to characterize the dynamic properties of CA mortar. It can be found from the test results that the compressive strength, the compressive strain, and the elastic modulus are much more sensitive than traditional Portland cement mortar and concrete in a specified range of strain rate. Meanwhile, experimental results from an impacting acceleration test presents that CA mortar had excellent vibration attenuation and isolation functions.

show abstract

“…In contrast to frequency-domain models, timedomain models are able to include a non-linear contact model. Non-linearities in the wheel/rail contact cannot be neglected in the case of excitation by wheel flats because of the resulting large contact forces and the occurrence of loss of contact for train speeds above the critical speed [2,3].…”

Section: Introductionmentioning

confidence: 99%

The influence of contact modelling on simulated wheel/rail interaction due to wheel flats

Pieringer

Kropp

Nielsen

2014

Wear

View full text Add to dashboard Cite

Most available wheel/rail interaction models for the prediction of impact forces caused by wheel flats use a Hertzian spring as contact model and do not account for the changes in contact stiffness due to the real three-dimensional wheel flat geometry. In the literature, only little information is available on how this common simplification influences the calculation results. The aim of this paper is to study the influence of contact modelling on simulated impact forces due to wheel flats in order to determine the errors introduced by simplified approaches. For this purpose, the dynamic wheel/rail interaction is investigated with a time-domain model including a three-dimensional (3D) non-Hertzian contact model based on Kalker's variational method. The simulation results are compared with results obtained using a two-dimensional (2D) non-Hertzian contact model consisting of a Winkler bedding of independent springs or alternatively a single non-linear Hertzian contact spring. The relative displacement input to the Hertzian model is either the wheel profile deviation due to the wheel flat or the pre-calculated vertical wheel centre trajectory. Both the 2D model and the Hertzian spring with the wheel centre trajectory as input give rather similar results to the 3D model, the former having the tendency to slightly underestimate the maximum impact force and the latter to slightly overestimate. The Hertzian model with the wheel profile deviation as input can however lead to large errors in the result. Leaving aside this contact model, the correct modelling of the longitudinal geometry of the wheel flat, is actually seen to have a larger influence on the maximum impact force than the choice of contact model.

show abstract

Wheel/rail noise—Part III: Impact noise generation by wheel and rail discontinuities

Cited by 57 publications

References 7 publications

Railway ground vibrations induced by wheel and rail singular defects

Railway ground vibrations induced by wheel and rail singular defects

A study of the dynamic mechanical properties of CRTS I type CA mortar

The influence of contact modelling on simulated wheel/rail interaction due to wheel flats

Contact Info

Product

Resources

About