Short pitch corrugation of railway tracks with wooden or concrete sleepers: An enigma solved?

Afferrante, L.; Ciavarella, M.

doi:10.1016/j.triboint.2009.09.010

Cited by 14 publications

(15 citation statements)

References 10 publications

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“…This apparent preference is also in agreement with the results of [3], which show that most models in the literature suggest a fixed frequency related to vertical resonances in the system. However, this preference appears contrary to the hypothesis of fixed wavelength [1] and is part of the enigma of the corrugation problem: is the mechanism underlying corrugation a wavelength-fixing or frequency-fixing mechanism [3]?…”

Section: Preferred Frequency Of Contact Forcessupporting

confidence: 91%

“…This choice is based on field observations, such as those shown in Figure 1a. Moreover, our work is a continuation of previous research in which corrugation was assumed to have a sinusoidal profile [3,9,[43][44][45][46]. A sinusoidal corrugation with a constant wavelength is applied to the rail surface expressed by the equation:…”

Section: Corrugation Modelmentioning

confidence: 99%

“…This global perspective of the consistency conditions that govern the evolution of short pitch corrugation represents a novel contribution. The literature has so far only considered the effects of the vertical, lateral and torsional modes [1,3,39,40,56,57]. In [42], the relative longitudinal vibration of the two rails of a track is considered for corrugation initiation, for which each half track is modelled as an inertia, and longitudinal vibration modes of the rail as a flexible body are not considered.…”

Section: Analysis Of Longitudinal and Vertical Rail Modesmentioning

confidence: 99%

“…The longitudinal dynamics of the wheel-rail interaction were investigated experimentally in [62], and longitudinal resonances higher than 900 Hz were observed. Such resonances were not considered important and thus were ignored in further investigations, and the focus for corrugation has been on vertical, lateral and wheelset torsional dynamics [1,3,39,40,56,57]. In this paper, by analyzing the frictional rolling in the vehicle-track system under transient and rapidly oscillating conditions, the influence of both the vertical and the longitudinal vibration modes on corrugation initiation and growth was captured.…”

Section: Importance Of the Proposed Modeling Approach And Track Parammentioning

confidence: 99%

“…Among these groups, the development mechanisms of short pitch corrugation (hereafter corrugation) are not fully understood. Although corrugation was identified more than a century ago and despite extensive research efforts [1,2], an effective solution has not been developed to avoid the corrugation problem, which remains an enigma that has puzzled many researchers and engineers [3,4]. Grinding appears to be the only effective corrective countermeasure; however, it increases maintenance costs and reduces the availability of the railway network.…”

Section: Introductionmentioning

confidence: 99%

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New Insights into the Short Pitch Corrugation Enigma Based on 3D-FE Coupled Dynamic Vehicle-Track Modeling of Frictional Rolling Contact

Li¹,

Li²,

Núñez³

et al. 2017

Applied Sciences

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Abstract:A three-dimensional (3D) finite element (FE) dynamic frictional rolling contact model is presented for the study of short pitch corrugation that considers direct and instantaneous coupling between the contact mechanics and the structural dynamics in a vehicle-track system. In this study, we examine the system responses in terms of vibration modes, contact forces and the resulting wear with smooth rail and corrugated rail with progressively increasing amplitude to infer the conditions for consistent corrugation initiation and growth. Wear is assumed to be the damage mechanism, and short pitch corrugation is modeled using wavelengths from field observations of a Dutch railway. The contribution of this paper is a global perspective of the consistency conditions that govern the evolution of short pitch corrugation. The main insights are as follows: (1) the longitudinal vibration modes are probably dominant for short pitch corrugation initiation; (2) during short pitch corrugation evolution, the interaction and consistency between longitudinal and vertical modes should determine the development of short pitch corrugation, and once a certain severity is reached, vertical modes become dominant; and (3) in the case simulated in this paper, corrugation does not grow probably due to not only the different resulting main frequencies of the vertical and longitudinal contact forces, but also the inconsistency between the frequencies of the vertical and longitudinal vibration modes and the resulting wear. It is inferred that in the continuous process of initiation and growth of the corrugation, there should be a consistency between them, and this could be done by the control of certain track parameters.

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Section: Preferred Frequency Of Contact Forcessupporting

confidence: 91%