Abstract
Application of a shunted piezoelectric system in reduction of the squeal noise level in railway wheels is studied. A wheel squeal model including the railway track, wheel, and nonlinear interaction contact forces is taken into account in the time domain. Consequent vibration of the wheel is calculated at incident of sharp curve passing. The sound pressure level (SPL) of the noise is then calculated by an analytical method. Performance of different shunt circuits including the R (resistance) and RL (resistance inductance) is evaluated in different frequency ranges. A new methodology is proposed to achieve multimode damping. According to results, the SPL of wheel squeal noise can effectively get reduced by the proposed method, up to 5 dB at near-field and 10 dB at far-field.
Highlights
Prediction of the squealing noise is a significant task for researchers, proposing a suitable method for mitigation of this noise is necessary. erefore, in addition to the research studies conducted on the squealing measurement, modeling and its calibrating, and various methods for mitigation of the wheel squeal noise have been reported
Design procedure of the efficient dynamic vibration absorbers is complex, and their reaction time responses are normally high. is study is intended to present a new creative solution based on the shunted piezoelectric elements. ese elements have widely been employed for vibration absorption, both in laboratory applications and industry full-scales
Application of piezoelectric elements in wheel noise reduction was evaluated in the time domain
Summary
A model is developed in order to predict railway wheel squeal. Different parts of the model including wheelset, railway track, and nonlinear wheel/rail contact are discussed . e wheel and rail time-domain responses are obtained and employed to calculate the radiated sound in sound pressure level (SPL). E rail vibration does not directly contribute to the wheel squeal noise; the track dynamics influence the wheel/rail contact forces. E track dynamic is modeled in both vertical and lateral directions. Μ0, for Γ2 > 3 where μ0 denotes the rolling friction coefficient [13], μ0 c2 μstat1 − 0.5e− 0.138/|c2V| − 0.5e− 6.9/|c2V|, In the latter equations, V is the train speed, τW, τR are the shear strength of the wheel and rail material (N/m2), a and b are the semiaxis length of the Hertz contact ellipse in the rolling and lateral direction (m), and N is the static vertical force on the contact patch. Where p0 is the reference sound pressure equal to 20 μPa
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