High‐Speed Train‐Track‐Bridge Dynamic Interaction considering Wheel‐Rail Contact Nonlinearity due to Wheel Hollow Wear

Abstract

Wheel hollow wear is a common form of wheel-surface damage in high-speed trains, which is of great concern and a potential threat to the service performance and safety of the high-speed railway system. At the same time, rail corridors in high-speed railways are extensively straightened through the addition of bridges. However, only few studies paid attention to the influence of wheel-profile wear on the train-track-bridge dynamic interaction. This paper reports a study of the high-speed train-track-bridge dynamic interactions under new and hollow worn wheel profiles. A nonlinear rigid-flexible coupled model of a Chinese high-speed train travelling on nonballasted tracks supported by a long-span continuous girder bridge is formulated. This modelling is based on the train-track-bridge interaction theory, the wheel-rail nonelliptical multipoint contact theory, and the modified Craig–Bampton modal synthesis method. The effects of wheel-rail nonlinearity caused by the wheel hollow wear are fully considered. The proposed model is applied to predict the vertical and lateral dynamic responses of the high-speed train-track-bridge system under new and worn wheel profiles, in which a high-speed train passing through a long-span continuous girder bridge at a speed of 350 km/h is considered. The numerical results show that the wheel hollow wear changes the geometric parameters of the wheel-rail contact and then deteriorates the train-track-bridge interactions. The worn wheels can increase the vibration response of the high-speed railway bridges.

A study of wheel wear on a high-speed railway motor car

“…According to this paper, 23 the max wheel wear depth of high-speed trains in China is only approximately 0.3 mm on wheel tread per traveled 100,000 km, therefore, the paper does not update wheel tread according to the threshold of wear depth of 0.1 mm, 24 but choose the fixed traveling distance of 1,500 km as the threshold to update wheel profile. The reason is that the max wheel wear depth is only about 0.0045 mm after the wheel runs 1,500 km, far less than 0.1 mm, the wheel profile updated is more realistic in the numerical simulation.…”

Train–Track–Bridge Dynamic Interaction on a Bowstring-Arch Railway Bridge: Advanced Modeling and Experimental Validation

“…Within a train–bridge dynamic interaction problem, the wheel–rail contact problem can be solved using distinct strategies, i.e., using simplified methodologies [ 25 ], which assume the rigid connection between the wheel and the rail, or using the contact theory [ 26 , 27 ], which admits the existence of relative movements between the wheel and the rail. In the second approach, the wheel–rail contact is generally described by the nonlinear Hertz model [ 28 ], for contact in the normal direction, and the Kalker model [ 26 ], for contact in the lateral direction.…”

Method for predicting dynamic loads for a health monitoring system for subway tracks

“…Malekjafarian et al (2019) and (Malekjafarian & OBrien, 2017) applied accelerometers and GPS for monitoring track conditions. Several works described the correlation between track's profile and train's acceleration (Dumitriu & Gheţi, 2019), (Molodova et al, 2016), (Entezami & Shariatmadar, 2019), (Cantero et al, 2019), and (Chang et al, 2019). These models included the local deformation (Hertz deformation), friction, and the dynamic loads produced by the vehicle over the track.…”