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Rail corrugation growth accounting for the flexibility and rotation of the wheel set and the non-Hertzian and non-steady-state effects at contact patch

Rail corrugation growth accounting for the flexibility and rotation of the wheel set and the non-Hertzian and non-steady-state effects at contact patch
Rail corrugation growth accounting for the flexibility and rotation of the wheel set and the non-Hertzian and non-steady-state effects at contact patch
In this work, a simulation tool is developed to analyse the growth of rail corrugation consisting of several models connected in a feedback loop in order to account for both the short-term dynamic vehicle–track interaction and the long-term damage. The time-domain vehicle–track interaction model comprises a flexible rotating wheel set model, a cyclic track model based on a substructuring technique and a non-Hertzian and non-steady-state three-dimensional wheel–rail contact model, based on the variational theory by Kalker. Wear calculation is performed with Archard's wear model by using the contact parameters obtained with the non-Hertzian and non-steady-state three-dimensional contact model. The aim of this paper is to analyse the influence of the excitation of two coinciding resonances of the flexible rotating wheel set on the rail corrugation growth in the frequency range from 20 to 1500 Hz, when contact conditions similar to those that can arise while a wheel set is negotiating a gentle curve are simulated. Numerical results show that rail corrugation grows only on the low rail for two cases in which two different modes of the rotating wheel set coincide in frequency. In the first case, identified by using the Campbell diagram, the excitation of both the backward wheel mode and the forward third bending mode of the wheel set model (B-F modes) promotes the growth of rail corrugation with a wavelength of 110 mm for a vehicle velocity of 142 km/h. In the second case, the excitation of both the backward wheel mode and the backward third bending mode (B-B modes) gives rise to rail corrugation growth at a wavelength of 156 mm when the vehicle velocity is 198 km/h.
1744-5159
92-108
Vila, P.
4b030543-c8de-463f-a6e0-50ce17d5d271
Baeza, L.
09dc5565-ad4b-49af-a104-d4b6ad28e1b0
Martínez-Casas, J.
0dc0fd56-e99b-4fb3-a20d-029ef73b0fd7
Carballeira, J.
d31cb176-749b-4695-ae05-3d2f2a3dfc6b
Vila, P.
4b030543-c8de-463f-a6e0-50ce17d5d271
Baeza, L.
09dc5565-ad4b-49af-a104-d4b6ad28e1b0
Martínez-Casas, J.
0dc0fd56-e99b-4fb3-a20d-029ef73b0fd7
Carballeira, J.
d31cb176-749b-4695-ae05-3d2f2a3dfc6b

Vila, P., Baeza, L., Martínez-Casas, J. and Carballeira, J. (2014) Rail corrugation growth accounting for the flexibility and rotation of the wheel set and the non-Hertzian and non-steady-state effects at contact patch. Vehicle System Dynamics, 52 (SUPPL. 1), 92-108. (doi:10.1080/00423114.2014.881513).

Record type: Article

Abstract

In this work, a simulation tool is developed to analyse the growth of rail corrugation consisting of several models connected in a feedback loop in order to account for both the short-term dynamic vehicle–track interaction and the long-term damage. The time-domain vehicle–track interaction model comprises a flexible rotating wheel set model, a cyclic track model based on a substructuring technique and a non-Hertzian and non-steady-state three-dimensional wheel–rail contact model, based on the variational theory by Kalker. Wear calculation is performed with Archard's wear model by using the contact parameters obtained with the non-Hertzian and non-steady-state three-dimensional contact model. The aim of this paper is to analyse the influence of the excitation of two coinciding resonances of the flexible rotating wheel set on the rail corrugation growth in the frequency range from 20 to 1500 Hz, when contact conditions similar to those that can arise while a wheel set is negotiating a gentle curve are simulated. Numerical results show that rail corrugation grows only on the low rail for two cases in which two different modes of the rotating wheel set coincide in frequency. In the first case, identified by using the Campbell diagram, the excitation of both the backward wheel mode and the forward third bending mode of the wheel set model (B-F modes) promotes the growth of rail corrugation with a wavelength of 110 mm for a vehicle velocity of 142 km/h. In the second case, the excitation of both the backward wheel mode and the backward third bending mode (B-B modes) gives rise to rail corrugation growth at a wavelength of 156 mm when the vehicle velocity is 198 km/h.

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More information

e-pub ahead of print date: 24 February 2014
Published date: 24 February 2014
Additional Information: cited By 5
Organisations: Dynamics Group

Identifiers

Local EPrints ID: 411225
URI: https://eprints.soton.ac.uk/id/eprint/411225
ISSN: 1744-5159
PURE UUID: 047f7465-9899-4b14-8b47-2a9915277e76
ORCID for L. Baeza: ORCID iD orcid.org/0000-0002-3815-8706

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Date deposited: 15 Jun 2017 16:32
Last modified: 21 Sep 2019 00:26

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