Wheel/rail noise— Part I: Characterization of the wheel/rail dynamic system

Remington, Paul J.

doi:10.1016/0022-460x(76)90861-0

Cited by 110 publications

(33 citation statements)

References 1 publication

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“…Thus, above listed values are filtered by contact filter [9,10,11,12], roughness level and A-weighting. Afterwards, these values are averaged (using values for each load case, as described in the methodology for stage 3) for each microphone.…”

Section: S2ands3: Filtered Results Averaged Splmentioning

confidence: 99%

“…In fact, since the early 1970s, work has been underway to develop theoretical models for railway noise, to validate these models against full-scale running tests and to use the models to aid in the design of quieter trains. Remington (1976aRemington ( , 1976bRemington ( , 1987aRemington ( , 1987b produced the first theoretical model of rolling noise, which was developed further and extended by Thompson (1990Thompson ( , 1993aThompson ( , 1993bThompson ( , 1993cThompson ( , 1993d. Subsequent research funded by the European Rail Research Institute (ERRI) resulted in the implementation of the prediction model in a computer program, TWINS (Track-Wheel Interaction Noise Software).…”

Section: Assessment Approaches and Available Toolsmentioning

confidence: 99%

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Influence of the contact roughness upon railway monobloc wheel acoustic behaviour on virtual prototyping approach

Todorov

Kamberov

Kralov

et al. 2017

AIP Conference Proceedings

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Abstract. In this study the virtual prototyping is used for evaluation the influence of the contact roughness upon the acoustic behaviour evaluation of railway monobloc wheel. The proposed procedure covers requirements of the European Standard EN 13979-1 "Wheels and bogiesMonobloc wheels". The main advantage of the acoustic assessment based on the virtual engineering technics -absence of the expensive and time consuming physical tests, is sown. The real industrial-project example is presented and comparison of the numerical and experimental results is used for acoustic behaviour assessment and approval of railway monobloc wheel design.Keywords: virtual prototyping; finite element analysis /FEA/; railway wheel acoustic behaviour.

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Section: S2ands3: Filtered Results Averaged Splmentioning

confidence: 99%

Section: Assessment Approaches and Available Toolsmentioning

confidence: 99%

Influence of the contact roughness upon railway monobloc wheel acoustic behaviour on virtual prototyping approach

Todorov

Kamberov

Kralov

et al. 2017

AIP Conference Proceedings

View full text Add to dashboard Cite

show abstract

“…Remington [9] put forward the most comprehensive single model of wheel-rail force and wheel-rail noise. The model assumes that the small-scale roughness on the running surfaces of the wheel and rail is the primary mechanism for the force generation.…”

Section: Theory Of Wheel/trackmentioning

confidence: 99%

Research on the Vibration Insulation of High‐Speed Train Bogies in Mid and High Frequency

Liu

Jin

2018

Shock and Vibration

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According to a large amount of the test data, the mid and high frequency vibrations of high-speed bogies are very notable, especially in the 565∼616 Hz range, which are just the passing frequencies corresponding to the 22nd to 24th polygonal wear of the wheel. In order to investigate the main cause of wheel higher-order polygon formation, a 3D flexible model of a Chinese high-speed train bogie is developed using the explicit finite element method. The results show that the couple vibration of bogie and wheelset may lead to the high-order wears of wheel. In order to reduce the coupled resonance of the wheelset and the bogie frame, the effects of the stiffness and damping of the primary suspensions, wheelset axle radius, and bogie frame strength on the vibration transmissibility are discussed carefully. The numerical results show that the resonance peaks in high frequency range can be reduced by reducing the stiffness of axle box rotary arm joint, reducing the wheelset axle radius or strengthening the bogie frame location. The related results may provide a reference for structure improvement of the existing bogies and structure design of the new high-speed bogies.

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“…In Refs. [3,4], to calculate wheel vibration response, the wheel was assumed to be a rigid mass and a point noise source for estimating sound radiation. However, in such a simplified model, valid frequency range is very limited.…”

Section: Introductionmentioning

confidence: 99%

Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

et al. 2018

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The rapid development of high-speed railway networks requires advanced methods for analysing vibration and sound radiation characteristics of a fast rotating train wheel subject to a vertical harmonic wheel-rail force. In order to consider the rotation of the wheel and at the same time increase the computational efficiency, a procedure is adapted in this paper taking advantage of the axial symmetry of the wheel. In this procedure, a recently developed 2.5D finite element method, which can consider wheel rotation but only requires a 2D mesh over a cross section containing the wheel axis, is used to calculate the vibration response of the wheel. Then, the vibration response of the wheel is taken as acoustic boundary condition and the 2.5D acoustic boundary element method, which only requires a 1D mesh over the boundary of the above cross section, is utilised to calculate the sound radiation of the wheel. These 2.5D methods and relevant programs are validated by comparing results from this procedure with those from conventional 3D analyses using commercial software. The comparison also demonstrates that these 2.5D methods have a much higher computational efficiency. Using the 2.5D methods, we study the wheel rotation speed influences on the factors including the vertical receptance of the wheel at wheel-rail contact point, sound pressure level at a pre-defined standard measurement point, radiated sound power level, directivity of the radiation, and contribution of each part of the wheel. It can be concluded that the wheel rotation speed splits most peaks of the vertical receptance at the wheel-rail contact point, sound pressure levels at the field, and the sound power level of the wheel into two peaks. The directivity and power contribution of the wheel are also significantly changed by the wheel rotation speed. Therefore, the rotation of a train wheel should be taken into account when calculating its vibration and sound radiation.

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Wheel/rail noise— Part I: Characterization of the wheel/rail dynamic system

Cited by 110 publications

References 1 publication

Influence of the contact roughness upon railway monobloc wheel acoustic behaviour on virtual prototyping approach

Influence of the contact roughness upon railway monobloc wheel acoustic behaviour on virtual prototyping approach

Research on the Vibration Insulation of High‐Speed Train Bogies in Mid and High Frequency

Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

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