Challenges and progress in the understanding and modelling of the wheel–rail creep forces

Vollebregt, Edwin A. H.; Six, Klaus; Polách, Oldřich

doi:10.1080/00423114.2021.1912367

Cited by 49 publications

(19 citation statements)

References 165 publications

(275 reference statements)

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“…The formation mechanism of rail corrugation on the straight line is different from that on the curve line, which is mainly related to the wheel-rail longitudinal torsional stick-slip vibration. If the traction behavior of the vehicle changes suddenly [38] and the surface condition of the straight rail is not good [39], the wheel-rail longitudinal torsional stick-slip vibration may be aggravated, which may further lead to rail corrugation.…”

Section: Discussionmentioning

confidence: 99%

Formation Mechanism of Metro Rail Corrugation Based on Wheel–Rail Stick–Slip Behaviors

Wang

Lei

2021

Applied Sciences

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Field investigation shows that most corrugations occur on the inner rail surface of curved tracks with a radius of less than 700 m. In order to explore the formation mechanism of metro corrugation, the relationship between wheel–rail stick–slip characteristics and rail corrugation is studied by combining single wheelset curving and a rigid–flexible coupling model. The numerical results illustrate that the lateral torsional stick–slip vibration of inner rail–inner wheel of the guiding wheelset on the small radius curve eventually leads to the generation of inner rail corrugation, and the lateral torsional stick–slip vibration of outer rail–outer wheel of the driven wheelset may also occur, but the intensity is weak and the probability is low. The lateral torsional stick–slip vibration of inner rail–inner wheel of the guiding wheelset on the large radius curve is also easy to cause inner rail corrugation, but the degree of inner rail corrugation is lower than that on the small radius curve; the outer rail on the large radius curve is still not easy to produce corrugation. The formation mechanism of rail corrugation on the straight track is different from that on the curve track, which is mainly related to the wheel–rail longitudinal torsional stick–slip vibration.

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Section: Discussionmentioning

confidence: 99%

Formation Mechanism of Metro Rail Corrugation Based on Wheel–Rail Stick–Slip Behaviors

Wang

Lei

2021

Applied Sciences

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“…where d c is the characteristic slip distance when convergence of the friction coefficient occurs, V is the vehicle running speed, S min is the minimum slip rate that allows the friction coefficient to adapt in the adhesion area. It should be mentioned that the implementation of an instantaneous velocity-dependent falling friction law usually leads to numerical instabilities, and the latter can be prevented by the introduction of the mechanism of friction memory (Vollebregt et al, 2021).…”

Section: Establishment Of Modelmentioning

confidence: 99%

Trend analysis of rail corrugation in metro lines considering friction memory and interface effects

Wang¹,

Lei²

2023

Journal of Theoretical and Applied Mechanics

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In order to investigate the evolution trend of rail corrugation under the action of slip and interface effects, stick-slip vibration characteristics of a wheel-rail system in different line conditions have been analyzed in detail by establishing a complete three-dimensional coupling metro vehicle-track numerical model and considering the friction memory effect characterizing the slip rate and state dependence as well as interface effect. The results show that on a straight line, the friction memory effect has less influence on the wheel-rail contact stick-slip characteristics, and the values and variation ranges of adhesion coefficients and creepages are relatively small, indicating that it is difficult for the wheel-rail system to have stick-slip vibration, which makes it less likely to form rail corrugation. On a curved line, the fluctuation amplitudes of the inside longitudinal stick-slip characteristics and the outside transverse stick-slip characteristics are relatively large, which illustrates that the inside wheel-rail system is more prone to stick-slip vibration in the longitudinal direction, while the outside wheel-rail system is more prone to stick-slip vibration in the transverse direction, thus leading to different forms of rail corrugation. The friction memory effect reduces longitudinal and transverse creepages of both the inside and outside wheel-rail systems, demonstrating that the friction memory effect can moderate the relative wheel-rail slip and thus reduce the development rate of rail corrugation. The interface effect makes longitudinal and transverse adhesion coefficients of the wheel-rail system tend to homogenize and mostly decrease, while the corresponding creepages tend to increase. Although an increase in the creepage induces an enhanced interface slip, a smaller adhesion coefficient does not cause a significant change in the corrugation evolution. Friction memory and interface effects can cause the wheel-rail contact adhesion area ratio to increase, thus making the contact stick-slip distribution tend to homogenize, which is beneficial to reduce wear in the contact area and promote wear to homogenize.

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“…Therefore, it has attracted the attention of many researchers. [17][18][19][20][21] For example, Polach 22 proposed an algorithm for modelling creep forces at large creepage under low adhesion conditions, improving the simulation accuracy and the computational effort remarkably. The Polach contact theory has been further employed to assess the vehicle performance.…”

Section: Introductionmentioning

confidence: 99%

A degraded adhesion model for creep force calculation based on the CONTACT algorithm

Shi

Meacci

Porcelli

et al. 2023

Proceedings of the Institution of Mechanical Engineers, Part F:

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Degraded adhesion is observed extensively during the braking or traction process. An accurate degraded adhesion law, on the other hand, is difficult to acquire since it is characterized by a complicated non-linear behaviour involving various surface phenomena. This work provides a new local degraded adhesion model, its implementation in a wheel-rail contact model, and its application in a multibody railway vehicle model. The present degraded adhesion model takes into account large sliding and adhesion recovery phenomena, which are strictly related to the power dissipated at the contact interface. Implementation of the current local degraded adhesion model enhances Kalker’s CONTACT algorithm. The application into multibody dynamics simulation demonstrates the high accuracy of computations. The model is validated by comparing it to experimental findings obtained from on-field tests. Simulated results regarding the tangential pressures, the slip velocity, and the dissipated power under degraded adhesion and partial adherence conditions are reported.

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Challenges and progress in the understanding and modelling of the wheel–rail creep forces

Cited by 49 publications

References 165 publications

Formation Mechanism of Metro Rail Corrugation Based on Wheel–Rail Stick–Slip Behaviors

Formation Mechanism of Metro Rail Corrugation Based on Wheel–Rail Stick–Slip Behaviors

Trend analysis of rail corrugation in metro lines considering friction memory and interface effects

A degraded adhesion model for creep force calculation based on the CONTACT algorithm

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