Investigation of Railway Curve Squeal Using a Combination of Frequency- and Time-Domain Models

Pieringer, Astrid; Torstensson, Peter; Giner, Juan Pedro Romera; Baeza, Luis

doi:10.1007/978-3-319-73411-8_5

Cited by 6 publications

(9 citation statements)

References 16 publications

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“…Depending on the conditions, squeal occurred at the axial modes (2,0), (3,0) and (7,0), the latter mode at 5.2 kHz being close to the circumferential mode with n = 2. This work has been extended in [51,52,53,54].…”

Section: Mode Couplingmentioning

confidence: 99%

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A State-of-the-Art Review of Curve Squeal Noise: Phenomena, Mechanisms, Modelling and Mitigation

Thompson

Squicciarini

Ding

et al. 2018

Notes on Numerical Fluid Mechanics and Multidisciplinary Design

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Curve squeal is an intense tonal noise occurring when a rail vehicle negotiates a sharp curve. The phenomenon can be considered to be chaotic, with a widely differing likelihood of occurrence on different days or even times of day. The term curve squeal may include several different phenomena with a wide range of dominant frequencies and potentially different excitation mechanisms. This review addresses the different squeal phenomena and the approaches used to model squeal noise; both time-domain and frequency-domain approaches are discussed and compared. Supporting measurements using test rigs and field tests are also summarised. A particular aspect that is addressed is the excitation mechanism. Two mechanisms have mainly been considered in previous publications. In many early papers the squeal was supposed to be generated by the so-called falling friction characteristic in which the friction coefficient reduces with increasing sliding velocity. More recently the mode coupling mechanism has been raised as an alternative. These two mechanisms are explained and compared and the evidence for each is discussed. Finally, a short review is given of mitigation measures and some suggestions are offered for why these are not always successful.

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Section: Mode Couplingmentioning

confidence: 99%

“…In the presence of the rail, the mode coupling can occur between a lightly damped wheel mode and a highly damped equivalent rail mode as well as between pairs of wheel modes. For example, Pieringer et al [54] have shown unstable coupled wheel-rail eigenmodes that include a significant contribution from the rail.…”

Section: Should the Rail Be Included?mentioning

confidence: 99%

A State-of-the-Art Review of Curve Squeal Noise: Phenomena, Mechanisms, Modelling and Mitigation

Thompson

Squicciarini

Ding

et al. 2018

Notes on Numerical Fluid Mechanics and Multidisciplinary Design

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“…where H K is a contact stiffness estimated from the material properties and curvatures in the contact point 21 , and 3 F is the quasi-static normal contact force. The incremental approach is obtained by projecting the distance Δ along the direction normal to the contact plane:…”

Section: Normal Contact Modelmentioning

confidence: 99%

Efficient decoupling technique applied to the numerical time integration of advanced interaction models for railway dynamics

Giner-Navarro

Martínez‐Casas

Denia

et al. 2019

Math Methods in App Sciences

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“…where H K is a contact stiffness estimated from the material properties and curvatures in the contact point [17], and 3 F is the quasi-static normal contact force. The incremental approach is obtained by projecting the distance Δ along the direction normal to the contact plane:…”

Section: Normal Contact Modelmentioning

confidence: 99%

Study of railway curve squeal in the time domain using a high-frequency vehicle/track interaction model

Giner-Navarro

Martínez‐Casas

Denia

et al. 2018

Journal of Sound and Vibration

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Railway curve squeal is an intense tonal and annoying type of noise commonly attributed to self-excited vibrations during curving. The mechanisms for its generation remain unclear and it is still a subject of discussion among researchers. Most of them have considered the falling behaviour of the friction coefficient with the slip velocity essential for reenergising the system.Recently, some authors have found that squeal can also appear even for constant friction coefficient through the wheel modal coupling between the normal and tangential directions caused by the wheel/rail contact. This paper particularly evaluates whether the latter mechanism is sufficient to find squeal in curving conditions.The introduction of flexibility in the railway subsystems is required to widen the domain to the high-frequency range in which squeal occurs. One single flexible and rotatory wheelset is considered and suitable forces are prescribed at the primary suspension seats in the current investigation. The rails are modelled through the Moving Element Method (MEM), permitting to extend the range of validity of beam models usually utilised in the literature. This work extends the formulation to rails supported by a viscoelastic Winkler bedding. Both wheelset and track models are coupled by means of a non-linear and unsteady wheel/rail contact model based on Kalker's Variational Theory. Simulation results for different track curvatures and friction coefficients are presented and discussed, showing tonal peaks in the tangential contact forces of the inner wheel. These results can be associated with squeal according to the characterisation of this phenomenon, indicating that squeal can be found in curving conditions using advanced dynamic interaction models even with constant friction coefficient.

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Investigation of Railway Curve Squeal Using a Combination of Frequency- and Time-Domain Models

Cited by 6 publications

References 16 publications

A State-of-the-Art Review of Curve Squeal Noise: Phenomena, Mechanisms, Modelling and Mitigation

A State-of-the-Art Review of Curve Squeal Noise: Phenomena, Mechanisms, Modelling and Mitigation

Efficient decoupling technique applied to the numerical time integration of advanced interaction models for railway dynamics

Study of railway curve squeal in the time domain using a high-frequency vehicle/track interaction model

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