Study on rail corrugation on curved tracks on metro ramps

Song, Qifeng; Chen, G.X.; Dong, Bingjie; Ren, Wenjuan; Feng, Xiaohang

doi:10.1016/j.wear.2023.204769

Cited by 8 publications

(2 citation statements)

References 19 publications

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“…Rail corrugation is very easy to induce abnormal vibration and high-frequency noise in the wheel-rail system, damaging system components and adversely affecting the stability of vehicle operation [2,3]. At the present stage, the research on rail corrugation is mainly concentrated in the metro line, which is due to the metro system with many small radius curves, frequent starting and braking, the complexity of track structures and other objective factors [4][5][6], and the relevant results have certain positive significance for the understanding of the mechanism of metro corrugation and the control of the corrugation evolution [7,8].…”

Section: Introductionmentioning

confidence: 99%

Formation Mechanism of Rail Corrugation for Modern Tram Lines

Wang,

Lei,

Zhu

2024

Period. Polytech. Civil Eng.

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In order to explain the phenomenon of corrugation on measured line sections of the modern tram, a numerical model of modern tram-track coupling has been established by utilizing the multi-body dynamics method, and the formation mechanism of corrugation has been studied from the perspective of wheel-rail contact creep. The results show that the smaller the curve radius is, the greater the probability of corrugation occurs. The corrugation wavelength range is 40 mm~50 mm, the wave depth range is 0.05 mm~0.1 mm, and the wave depth is relatively small compared with the corrugation wave depth of metro lines, which is in line with the characteristics of the light-load operation of the tram. The formation mechanism of corrugation on modern tram sharp curves can be described as wheel-rail contact creep saturation leads to the generation of corrugation, and the source of creep is related to the guiding mechanism of the longitudinally coupled independent wheelset bogie. The formation of corrugation on the straight line of the modern tram is related to the difference in wheel diameters between the front and rear wheelsets on the same side, which can lead to different longitudinal velocities, thus generating longitudinal creep forces and inducing rail corrugation.

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Section: Introductionmentioning

confidence: 99%

Formation Mechanism of Rail Corrugation for Modern Tram Lines

Wang,

Lei,

Zhu

2024

Period. Polytech. Civil Eng.

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“…Related experiments confirm that the wheel-rail coupling system is based on a strong self-excited vibration tendency when the friction coefficient is greater than 0.21, and that corrugation wear can be eliminated or suppressed when the friction coefficient is lower than a certain level. 9 Based on this analysis method, Zhao 10 and Song et al 11 explored the wear issues with high-speed rail and subway systems, and then talked about how associated parameters might reduce stick-slip self-excited vibration. To reduce resonance with the electric locomotive drive system, Yao et al 12,13 established a co-simulation model of electric drive, fuzzy control and locomotive vehicle dynamics to analyze the dynamic characteristics of locomotive ultimate adhesion, explain the wheel-rail stick-slip vibration mechanism of locomotive under large creep conditions, and point out that it is necessary to reasonably match the parameters of the electric locomotive drive system must be reasonably matched.…”

Section: Introductionmentioning

confidence: 99%

Investigating the stick-slip vibration behavior of a locomotive with adhesion control in a curve

Sun,

Yang,

et al. 2024

Proceedings of the Institution of Mechanical Engineers, Part F:

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In order to explain the wheel-rail stick-slip vibration phenomenon of alocomotive in a curve, a co-simulation dynamic model taking into account adhesion control was established to reproduce the locomotive wheel-rail curve stick-slip vibration behavior, and the effect of parameters such as creep threshold, descent slope, rail surface condition and track curve radius on the stick-slip vibration behavior was measured by the traction force and the overall dispersion of adhesion coefficient. The results illustrate that the wheel-rail curve stick-slip vibration is caused by the dynamic traction force fluctuation under the adhesion control, and the increase of creep threshold will lead to the decrease of tractive force fluctuation amplitude and the decrease of stick-slip vibration intensity, which will increase the adhesion utilization rate, However, the increase of descent slope, the decrease of track curve radius and wheel-rail friction coefficient have the opposite effect on stick-slip vibration behavior. This phenomenon can be eliminated by improving the rail surface condition, expanding the track curve radius and lowering the locomotive traction force.

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