Comparison between time and frequency studies of a corrugated curve of RER Paris network

Collette, Christophe; Vanhonacker, Patrick; Bastaits, Renaud; Levy, Didier

doi:10.1016/j.wear.2008.01.030

Cited by 12 publications

(8 citation statements)

References 21 publications

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“…'Rutting' was identified as a specific type of corrugation in reference [3] and there has since been a wealth of work in this area, e.g. [4,5,[21][22][23][24][25][26][27][28][29][30][31][32][33][34][35][36]. This type of corrugation occurs primarily on the inside rail in curves, e.g.…”

Section: Characteristicsmentioning

confidence: 99%

Rail corrugation: Characteristics, causes, and treatments

Grassie¹

2009

Proceedings of the Institution of Mechanical Engineers, Part F:

258

168

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Rail corrugation is a phenomenon of great diversity but appears now to be substantially understood. This review proposes some differences in classification of the phenomenon to take account of work undertaken since a widely cited review was published by Grassie and Kalousek in 1993, it attempts to fill holes in an overall understanding of the problem, and answers questions that remained open in 1993 and several that have arisen since. All types of corrugation that have been documented to date are essentially constant-frequency phenomena. By treating the vehicle-track system in its entirety, treatments are proposed that impinge upon track and vehicle design as well as upon the wheel-rail interface where corrugation appears. There is no neat solution to rail corrugation, but it can be treated comprehensively and in many cases also prevented by using products that are already commercially available. Since the frequency of common wavelength-fixing mechanisms varies roughly in the range 50-1200 Hz, trains travelling at different speeds can produce corrugation of substantially similar wavelength by different mechanisms in different locations. Although historical data can no longer be checked, this is the most likely explanation of the belief that rail corrugation was a substantially constant-wavelength phenomenon.

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Section: Characteristicsmentioning

confidence: 99%

Rail corrugation: Characteristics, causes, and treatments

Grassie¹

2009

Proceedings of the Institution of Mechanical Engineers, Part F:

258

168

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“…Le seul moyen de remédier aux effets de l'UO est de meuler ou remplacer les rails [5,[10][11][12]. On dépense encore deux millions d'euros par an pour meuler les rails du métro de Paris.…”

Section: Traitement De L'uounclassified

Prévention de l'usure ondulatoire en transport ferroviaire : revue de la littérature

Collette¹

2009

Mater. Tech.

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Après plus d'un siècle de recherche, l'usure ondulatoire reste encore un problème majeur auquel doit faire face l'industrie ferroviaire. À l'heure actuelle, on dépense encore environ 3 millions d'euros par an pour traiter complètement (y compris le renouvellement) l'UO sur les quelques lignes de métro de Bruxelles, et plus de 60 millions d'euros en Europe. Bien que la connaissance de ce phénomène ait fortement augmentée, les solutions permettant de réduire cette usure restent difficiles à mettre en oeuvre. L'objectif de cet article est de définir brièvement les mécanismes qui sont à l'origine de l'UO et présenter les différents types d'UO qui ont été répertoriés. Ensuite, pour chaque type, une liste des moyens actuels de les traiter est proposée, reprenant les développements les plus récents. Quand elle est disponible, une évaluation des coûts respectifs de ces solutions est également fournie.

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“…[6] In some cases, the coincidence of two or more resonances or antiresonances of the vehicle-track system in the same frequency range can have a synergistic effect that can magnify the growth of rail corrugation at certain wavelengths. Just to mention some of them: the frequency match of the first vertical antiresonance and the first pinned-pinned lateral resonance of the track [7]; the coincidence in the same frequency interval of the P2 resonance and the first vertical antiresonance of the track [8] and the combination of a vertical antiresonance and a lateral resonance of the track with a resonance of the wheel set. [9] Frequently, wear is the only damage mechanism taken into account, since it is known to be responsible for most types of rail corrugation.…”

Section: Introductionmentioning

confidence: 99%

Rail corrugation growth accounting for the flexibility and rotation of the wheel set and the non-Hertzian and non-steady-state effects at contact patch

Vila

Baeza

Martínez‐Casas

et al. 2014

Vehicle System Dynamics

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In this work, a simulation tool is developed to analyse the growth of rail corrugation consisting of several models connected in a feedback loop in order to account for both the short-term dynamic vehicle-track interaction and the long-term damage. The time-domain vehicle-track interaction model comprises a flexible rotating wheel set model, a cyclic track model based on a substructuring technique and a non-Hertzian and non-steady-state three-dimensional wheel-rail contact model, based on the variational theory by Kalker. Wear calculation is performed with Archard's wear model by using the contact parameters obtained with the non-Hertzian and non-steady-state three-dimensional contact model. The aim of this paper is to analyse the influence of the excitation of two coinciding resonances of the flexible rotating wheel set on the rail corrugation growth in the frequency range from 20 to 1500 Hz, when contact conditions similar to those that can arise while a wheel set is negotiating a gentle curve are simulated. Numerical results show that rail corrugation grows only on the low rail for two cases in which two different modes of the rotating wheel set coincide in frequency. In the first case, identified by using the Campbell diagram, the excitation of both the backward wheel mode and the forward third bending mode of the wheel set model (B-F modes) promotes the growth of rail corrugation with a wavelength of 110 mm for a vehicle velocity of 142 km/h. In the second case, the excitation of both the backward wheel mode and the backward third bending mode (B-B modes) gives rise to rail corrugation growth at a wavelength of 156 mm when the vehicle velocity is 198 km/h.

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Comparison between time and frequency studies of a corrugated curve of RER Paris network

Cited by 12 publications

References 21 publications

Rail corrugation: Characteristics, causes, and treatments

Rail corrugation: Characteristics, causes, and treatments

Prévention de l'usure ondulatoire en transport ferroviaire : revue de la littérature

Rail corrugation growth accounting for the flexibility and rotation of the wheel set and the non-Hertzian and non-steady-state effects at contact patch

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