Analysis and design of a low-noise railway wheel

Cervello, S.; Donzella, Giorgio; Pola, Annalisa; Scepi, M

doi:10.1243/0954409011531503

Cited by 22 publications

(19 citation statements)

References 3 publications

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“…Different ways of increasing wheel damping have been reported in the literature, and the most important methods are the use of resilient wheels [6][7][8][9], ring dampers [6,[10][11][12][13], CAF dampers [14][15][16], and constrained layer dampers, both as a treatment applied to the wheel web [1,6,8,[17][18][19] and as tuned dampers [1,6,20,21].…”

Section: State Of the Artmentioning

confidence: 99%

“…With respect to railway wheels, Cervello et al [17] and Nielsen and Fredö [36] studied the application of CLDs on the entire wheel web surface, concluding that noise emission could be significantly reduced. Cervello et al [17] reduced noise by about 20 dB in laboratory measurements and by about 10 dB in the field compared to the standard wheel noise emission. Nielsen and Fredö [36] developed a numerical procedure for optimizing railway wheels in terms of fatigue strength and minimal rolling noise.…”

Section: State Of the Artmentioning

confidence: 99%

See 1 more Smart Citation

Constrained Layer Damper Modelling and Performance Evaluation for Eliminating Squeal Noise in Trams

Merideno

Nieto

Gil-Negrete

et al. 2014

Shock and Vibration

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This paper presents the modelling and design of a constrained layer damper to eliminate squeal noise in a particular tram. Even though resilient wheels are installed in every bogie, squeal noise is generated at the frequency of 780–800 Hz due to the small radius curves that the tram has to draw. Tuned constrained layer dampers provide a solution to this particular problem. Butyl rubber is chosen as the viscoelastic material for the damper, and conventional steel is used for the metallic sheets. The modelling approach and the final design of the damper are presented, together with evaluation of its performance in a real application. Experimental measurements on track have demonstrated that the constrained layer damper is properly tuned to the squealing frequency and that there is a significant reduction in noise when the proposed damper is attached to the wheels.

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Section: State Of the Artmentioning

confidence: 99%

Section: State Of the Artmentioning

confidence: 99%

Constrained Layer Damper Modelling and Performance Evaluation for Eliminating Squeal Noise in Trams

Merideno

Nieto

Gil-Negrete

et al. 2014

Shock and Vibration

View full text Add to dashboard Cite

show abstract

“…Eqs. (5) and (6) show that the process is stationary. In the case of a random process, stationary, Gaussian, the following equation must be satisfied by using the mean m and standard deviation δ:…”

Section: Introductionmentioning

confidence: 96%

“…The average value of the stress is not null because of the static contribution from the weight of the part and premature tightening. Cervello [6] analyzed and studied the design of railway wheels with weak noise. A numerical procedure was used for calculation of the loss factor.…”

Section: Introductionmentioning

confidence: 99%

Fatigue Failure Study of the Lower Suspension Vehicle Arm Using a Multiaxial Criterion of the Strain Energy Density

Saoudi

Bouazara

Marceau

2011

SV-JME

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The objective of this study is to evaluate the potential of light alloy mechanical part use in automobile industry by studying their fatigue life using various parameters such as effect of suspension dynamic, excitation type, geometry and mechanical part weight. The studied part is the lower suspension arm made from 7075-T6 aluminium alloy. The strain density energy approach enables us to compare two same order tensor: the multiaxial and uniaxial cases. The random displacement excitation is obtained analytically from the power spectral density PSD. The force excitation is obtained by a simple normalisation of spectrum displacement. To avoid the use of Newton-Raphson method during the partial fatigue life calculation step in all mesh elements, a Matlab interface to identify the critical elements is developed. The strain energy density (SENER) signal of the critical element is corrected to remove anomalies by WAFO Matlab interface algorithm. Rainflow cycles are extracted using Markov formulation in order to calculate the number of signal repetitions to failure, which is calculated from Miner law.

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“…Generally, squeal noise of 100-110 dB is generated when a train passes through a curve about 7.5 m from the center of the rail; this is 15-20 dB higher than the rolling noise of the vehicle, and one or more pure tone noises occur at frequencies of 400-10,000 Hz [5]. Curve noise is generated mainly in sections of a track with a curve radius of less than 300 m. If the ratio of the axle distance to the curve radius is 100 or less, the probability of generating a squealing noise is high [6,7]. Flange noise manifest differently based on the contact position of the wheel and the rail when the curve is passed over [8].…”

Section: Introductionmentioning

confidence: 99%

Analysis of Wheel Squeal and Flanging on Curved Railway Tracks

Kim

Yun

Noh

2019

Int. J. Precis. Eng. Manuf.

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When a railway vehicle moves over a sharply curved section of track, intense high-frequency noises sometimes occur. These are potentially a source of annoyance to those living adjacent to railway tracks. To efficiently identify measures appropriate to reduce curve squeal, it is important to determine the dominant noise type. However, it is difficult to analyze the various noises made over curved sections of railway using general noise measurements. In this study, we analyzed squealing and flange noises using various experimental approaches. We first investigated the noise characteristics of the railway vehicle via structural analysis of the wheel. It was confirmed that a wheel has various natural frequencies and eigenmodes in the high frequency range, i.e. over 1000 Hz. A roller rig test was performed to measure and investigate the characteristics of the noise generated when an actual wheel and the curved section of the railway track come in contact with each other. In this experiment the squeal and the flange noises, in particular, were reproduced by adjustments made to the lateral angle and vertical force, respectively. Results confirmed that the squealing noise occurs in the high frequency region and the flange noise occurs in various modes. A study was also conducted to measure and analyze the noise in the actual curved section of an urban railway. By comparing the frequency analysis and the natural frequency analysis of the noise that was actually measured, the mode by which the wheel caused the squealing noise was confirmed. Furthermore, the influence of the noise generated inside and outside the curved section of the track was investigated based on velocity, and the influence of the former on the noise generated was also examined. This study provides information on the squeal and flange noises generated when a railway vehicle moves over a curved section of a railway using various experimental approaches.

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Analysis and design of a low-noise railway wheel

Cited by 22 publications

References 3 publications

Constrained Layer Damper Modelling and Performance Evaluation for Eliminating Squeal Noise in Trams

Constrained Layer Damper Modelling and Performance Evaluation for Eliminating Squeal Noise in Trams

Fatigue Failure Study of the Lower Suspension Vehicle Arm Using a Multiaxial Criterion of the Strain Energy Density

Analysis of Wheel Squeal and Flanging on Curved Railway Tracks

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