A tribological characterization of the “damage mechanism” of low rail corrugation on sharp curved track

Saulot, Aurélien; Descartes, Sylvie; Desmyter, D.; Levy, Didier; Berthier, Yves

doi:10.1016/j.wear.2005.06.004

Cited by 19 publications

(6 citation statements)

References 12 publications

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“…The track model adopts the flexible track model, and the rail is simulated as a Timoshenko beam considering the shear deformation, which can better reflect the effect of highfrequency vibration and is suitable for the research of rail corrugation (Sun et al, 2018). The Bushing force elements are used to simulate fasteners (Lei and Wang, 2020).…”

Section: Track Modelmentioning

confidence: 99%

Analysis of influence factors of rail corrugation in small radius curve track

Wang

Lei

2021

Mech. Sci.

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Abstract. In order to effectively prevent and control the generation and development of rail corrugation, according to the actual line condition of the small radius curve section, the vehicle (with flexible wheel sets)–track space coupled model was established by using the multi-body dynamic software UM (Universal Mechanism), which could consider the coupled relationship in three directions of space, and the dynamic analysis for the corrugation section was carried out by using the model. Then, based on the theory of friction self-excited vibration, the three-dimensional model of a wheel–rail system was established by using the finite-element software ABAQUS, and the complex eigenvalue analysis of influence factors of rail corrugation was conducted based on wheel–rail contact parameters obtained by dynamic calculation. Through the stability analysis of the wheel–rail system with different fastener vertical and lateral stiffnesses, friction coefficients, and superelevation states, we find that properly increasing the fastener vertical and lateral stiffnesses, controlling the wheel–rail friction coefficient below 0.4, and keeping the balanced superelevation state of the track structure can effectively reduce the occurrence possibility of unstable vibration of the wheel–rail system, thus inhibiting the generation and development of rail corrugation. The excess superelevation state of the track structure results in the unstable friction self-excited vibration of the wheel–rail system at the inner wheel–inner rail, while the deficient superelevation state results in the unstable friction self-excited vibration of the wheel–rail system at the outer wheel–outer rail, which shows that the superelevation state of the track structure directly affects the formation of rail corrugation and determines the development order of corrugation of inner and outer rails. This conclusion can well explain the cause of corrugation appearing on only one side rail.

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Section: Track Modelmentioning

confidence: 99%

Analysis of influence factors of rail corrugation in small radius curve track

Wang

Lei

2021

Mech. Sci.

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“…When it is decided to calculate a more accurate description of the stresses, different solutions proposed by Kalker and others can be used off line [6,7], and even some threedimensional finite-element (FE) analyses have been performed to solve the contact problem [8]. More recently, some local dynamics contact models were proposed and are getting to be applied to the wheel/rail contact in references [9][10][11]. (b) From the contact stresses, the mechanical response, and thus the stresses and strains in the wheel and the rail subsurface and bulk due to the contact loading are calculated.…”

Section: Railway Dynamics Which Can Assess Macroscopi-mentioning

confidence: 99%

From railway dynamics to wheel/rail contact mechanics, an approach for the modelling of the wheel/rail contact: Elasto-plastic response of the railhead

Busquet

Chollet

Baillet

et al. 2006

Proceedings of the Institution of Mechanical Engineers, Part F:

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This wheel/rail contact study presents a combination of two complementary mechanical fields: railway dynamics and tribology. The first one gives an estimation of the contact forces between wheels and rails because of the movements of the bodies. The multi-body representation is combined with a contact model describing the pressure field at the interface, including the tangential stresses and the sliding hypothesis on discretized patches between wheel and rail. These values are then used as the inputs to finite-element models developed to investigate the rail elasto-plastic response to the action of a rolling wheel. Predicted plastic distortions are compared with those observed on sites.

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“…5,6 In agreement with the metallurgical investigation performed on a piece of rail from the Stockholm metro, 4 the low rail of the curve at RATP showed plastic flow towards the field side with similar depth and orientation at corrugation peaks and troughs. 7,8…”

Section: Introductionmentioning

confidence: 99%

An iterative methodology for the prediction of dynamic vehicle–track interaction and long-term periodic rail wear

Carlberger¹,

Torstensson

Nielsen

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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In this study, a versatile numerical method for the prediction of long-term growth of rail roughness is presented and its functionality is demonstrated for the development of rail corrugation on small radius curves. The procedure includes two sub-modules: (1) a time-domain model for the simulation of dynamic vehicle–track interaction in a wide range of frequencies by using a commercial software for multibody dynamics and (2) a post-calculation of sliding wear based on the Archard’s model in combination with a non-Hertzian and transient wheel–rail contact model. The structural flexibility of the wheelset is accounted for by using the finite element method. The rail wear generated by a large number of passing trains is assessed by recurrently updating the rail surface based on the wear depth calculated in each post-processing step. The current work sets out from a previous study in which a model for the prediction of long-term growth of rail roughness on small radius curves was developed in a general-purpose programming language. By transferring the model into a commercial software, the aim is to develop an engineering tool that is more applicable for different operational conditions, such as various vehicle and track designs and track alignments. The proposed method is verified by comparing the simulation results against those obtained with the pre-existing software. Conditions similar to a 120 m radius curve on the Stockholm metro exposed to corrugation growth on the low rail are considered. The corrugation is found to be generated by the leading wheelsets. The prevailing wavelength-fixing mechanisms are identified and discussed.

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A tribological characterization of the “damage mechanism” of low rail corrugation on sharp curved track

Cited by 19 publications

References 12 publications

Analysis of influence factors of rail corrugation in small radius curve track

Analysis of influence factors of rail corrugation in small radius curve track

From railway dynamics to wheel/rail contact mechanics, an approach for the modelling of the wheel/rail contact: Elasto-plastic response of the railhead

An iterative methodology for the prediction of dynamic vehicle–track interaction and long-term periodic rail wear

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