Effect of the axlebox arrangement of the bogie and the primary suspension parameters on the rail corrugation at the sharp curve metro track

Wu, BW; Chen, G.X.; Lv, J.Z.; Zhu, Qi‐Zhi; Zhao, Xin; Kang, X.

doi:10.1016/j.wear.2019.01.038

Cited by 10 publications

(6 citation statements)

References 37 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…According to the analysis results of wheel-rail relative slip characteristics, both the inner and outer wheels slip on rails, which indicates that the tangential contact forces on the inner and outer rails are equal to the sliding friction forces in the wheel-rail slip region, that is, the tangential contact forces reach saturation. Meantime, referring to the literatures, 14,[24][25][26][27][28][29][30] it can be concluded that the unstable self-excited vibration of wheelset-track system under the situation of tangential contact force reaching saturation is the main reason for the formation of rail corrugation in the measured section, and the generation of unstable self-excited vibration is mainly related to the parameter matching of wheelset-track system. [31][32][33][34] In addition, the reason for the obvious inner rail corrugation and the slight outer rail corrugation is mainly related to the excess superelevation state of track structure.…”

Section: Wheel-rail Relative Slip Characteristicsmentioning

confidence: 99%

Analysis of Rail Corrugation Characteristics on High-Speed Rail Based on Transient Finite Element Method

Wang¹,

Lei²

2021

The International Journal of Acoustics and Vibration

View full text Add to dashboard Cite

By using the transient finite element method, a three-dimensional wheelset-track coupled rolling contact model for high-speed rail is established, and the rationality and effectiveness of the model are verified by field measurements. Next, the wheel-rail contact stress states and relative slip characteristics are calculated and analyzed to reveal the cause of inner rail corrugation. Then, the vertical vibration acceleration of the rail/wheel is taken as the output variable to study the dynamic responses of the wheelset-track system. Finally, the parameter sensitivity analysis is carried out. The results show that the maximum normal/tangential contact stress between the inner wheel and inner rail is greater than that between outer wheel and outer rail due to the unbalanced load of inner rail caused by the excess superelevation of track structure, which indicates that the unbalanced load of the inner rail may aggravate the development of rail wear, and the rationality of the model established in this paper is verified. The wheel-rail relative slip region on the inner rail side appears periodically, and the distance between the two adjacent slip regions is close to the characteristic wavelength of the measured inner rail corrugation, which illustrates that the periodic variation of slip regions on the inner rail surface plays an important role in the formation of rail corrugation, and the validity of the model is verified. The periodic distribution of wheel-rail relative slip regions on the outer rail surface is not obvious, demonstrating that the outer rail tends to form uniform wear, which is consistent with the fact that the outer rail corrugation is slight in the measured section. The wheelset-track system has been in the process of unstable continuous oscillation in the analysis interval, combined with the analysis results of the wheel-rail relative slip characteristics, it can be concluded that the unstable self-excited vibration of wheelset-track system under the condition of tangential contact force reaching saturation is the main cause of rail corrugation. The dominant characteristic frequencies of vertical vibration accelerations of rail and wheel are all 561 Hz, the corresponding characteristic wavelength (148 mm) is close to the distance (150 mm) between the calculated adjacent slip regions, and is also close to the characteristic wavelengths (125 mm and 160 mm) of inner rail corrugation, which shows that the resonance phenomenon occurs in the wheelset-track system at the above frequency, thus leading to the increase of dynamic responses of wheelset-track system. The fastener vertical stiffness and wheel-rail coefficient of friction have significant effect on the development of rail corrugation, and the running speed determines the occurrence probability of inner/outer rail corrugation by affecting the track superelevation state.

show abstract

Section: Wheel-rail Relative Slip Characteristicsmentioning

confidence: 99%

Analysis of Rail Corrugation Characteristics on High-Speed Rail Based on Transient Finite Element Method

Wang¹,

Lei²

2021

The International Journal of Acoustics and Vibration

View full text Add to dashboard Cite

show abstract

“…When the wheel slips, the wheel-rail creep force will reach saturation. The publications (Wu et al, 2019(Wu et al, , 2020aChen et al, 2010Chen et al, , 2020Cui et al, 2016;Cui et al, 2017Cui et al, , 2018Cui et al, , 2019Kurzeck, 2011) show that when the creep force between the wheel and rail reaches saturation, the wheel-rail system will have unstable vibration, that is, friction self--excited vibration, which leads to generation of rail corrugation. In order to explore stability of the wheel-rail system and better explain the rail corrugation phenomenon, the total energy of the system in the process of wheelset movement is analyzed, and the corresponding total energy output curve of the system is shown in Fig.…”

Section: Time-domain Characteristic Analysismentioning

confidence: 99%

“…Yao et al (2018) studied generation of wear-type corrugation in rail micro contact patch, put forward the micro wavelength-locked expansion mechanism, and verified the mechanism through experiments. The publications (Wu et al, 2019(Wu et al, , 2020aChen et al, 2010Chen et al, , 2020Cui et al, 2016Cui et al, , 2017Cui et al, , 2018Cui et al, , 2019 proposed the view that the friction self--excited vibration between the wheel and rail caused rail corrugation when the wheel-rail creep force reached saturation. This view held that the friction self-excited vibration between the wheel and rail caused the same frequency variation of wheel-rail normal force, and the friction work between the wheel and rail would fluctuate periodically with the variation of the normal force, which led to rail corrugation eventually.…”

Section: Introductionmentioning

confidence: 99%

Cause investigation of metro corrugation in vehicle braking section of track

Wang¹,

Lei²

2021

Journal of Theoretical and Applied Mechanics

View full text Add to dashboard Cite

In order to study the cause of rail corrugation in the tangential braking section near the metro entrance, a transient rolling contact model of three-dimensional solid wheelset-track was established by using the finite element software ABAQUS, and the corrugation phenomenon was analyzed in the time-domain and frequency-domain based on the field measurement. The results show that the unstable friction self-excited vibration of the wheelset-track system is the fundamental cause of rail corrugation in the measured section, and it is precisely because of the "saturated-unsaturated" periodic characteristic of the wheel-rail creep force that ultimately promotes the formation of rail corrugation.

show abstract

“…The contributing factors of wave corrugation are classified into the following 1603 theories: self-excited vibration theory, feedback vibration theory, and other theories [10]. Stemming from the inherent characteristics of the WRS, self-excited vibration arises in accordance with the theory of self-excited vibration, resulting in rail corrugation [11][12][13][14]. Feedback vibration theory states that wave corrugation develops from initial irregularities [15,16].…”

Section: Introductionmentioning

confidence: 99%

Influence of wheel web structure on the tight-curve short-pitch corrugation of metro

Tang,

Wu,

Wang

et al. 2023

J. vibroeng.

View full text Add to dashboard Cite

Short-pitch corrugation is a common phenomenon that occurs on tight-curve rails in metro systems. However, the contributing factors of this problem are still not fully understood, and effective control measures have yet to be developed. In this study, we investigated the contributing factors of short-pitch corrugation on tight-curve rails in metro systems using the complex eigenvalue analysis method according to the theory of friction-induced vibration. We also explored control measures for short-pitch corrugation from the perspective of optimizing the wheel web structure. Our results indicate that friction-induced vibration is the primary contributing factor to short-pitch corrugation in the wheel-rail system. The shape of the web structure significantly affects rail corrugation, and compared to the straight web structure, unstable vibrations are more pronounced in the S-shape web structure. In contrast, the bow web structure can significantly improve the system stability of the wheel-rail interaction, and the greater the web curvature, the better the inhibitory effect. The wheel deformation under contact force varies with the web curvature, and when the axial deformation of the wheel extends toward the inner rail, the wheel-rail system no longer exhibits unstable vibrations. Conversely, when the axial deformation of the wheel extends toward the outer rail, the greater the deformation, the greater the instability of the wheel-rail system.

show abstract

Effect of the axlebox arrangement of the bogie and the primary suspension parameters on the rail corrugation at the sharp curve metro track

Cited by 10 publications

References 37 publications

Analysis of Rail Corrugation Characteristics on High-Speed Rail Based on Transient Finite Element Method

Analysis of Rail Corrugation Characteristics on High-Speed Rail Based on Transient Finite Element Method

Cause investigation of metro corrugation in vehicle braking section of track

Influence of wheel web structure on the tight-curve short-pitch corrugation of metro

Contact Info

Product

Resources

About