Abstract
Rail corrugation on low rails of sharp railway curves is still a difficult problem to solve worldwide. Nearly all low rails of the sharp railway curves incur rail corrugation. In the present study, an active method to remedy rail corrugation was studied. From the viewpoint of the frictional self-excited oscillation of a wheelset-track system causing rail corrugation, the effect of wheelset structures on rail corrugation was studied. Three frictional self-excited oscillation models of wheelset-track systems with different wheelset structures were established, which include a heuristic wheelset structure and two being used in the railway industry. The incidence trends of the self-excited oscillations of these three wheelset-track systems were studied. It was found that the wheelset structure has an important effect on rail corrugation, and that the heuristic wheelset structure can restrain or get rid of rail corrugation. With the parameter sensitivity analysis, it was found that when the friction coefficient between the wheel and rail, rail gauge, rail cant, and sleeper span changes to some extent, the heuristic wheelset structure is robust enough to prevent rail corrugation. The proposed heuristic wheelset structure can be used as a potential solution to rail corrugation on sharply curved tracks.
Highlights
In order to suppress and eliminate rail corrugation, railway administrators and researchers have made great efforts since the early part of the last century
Shock and Vibration friction modifier on rail corrugation. ey reported that the friction modifier was used to test four tracks and found that no rail corrugation occurred on three test tracks; rail corrugation only occurred on one of these four test tracks. e friction modifier has been applied in some metro tracks to suppress or eliminate rail corrugation
Two rails of mild railway curves whose radii are larger than 650–800 m or tangential tracks rarely incur rail corrugation. e incidence likelihood of rail corrugation on two rails of the mildly curved tracks or tangential tracks is less than 10–15% for metro lines, or 3–5% for railway main-lines. ere are several publications on the verification of rail corrugation prediction models in the literature [20,21,22]
Summary
In order to suppress and eliminate rail corrugation, railway administrators and researchers have made great efforts since the early part of the last century. E friction modifier has been applied in some metro tracks to suppress or eliminate rail corrugation. In China’s metro lines, grinding is generally applied to remedy rail corrugation. E variation of the passing speed is difficult to be used to suppress rail corrugation in the metro industry. Since 2003, no derailment event of the empty freight cars with three-piece bogies has occurred due to severe hunting. Inspired by this successful application, the authors hope to develop a practical technology to greatly suppress or eliminate rail corrugation on new metro lines or old metro lines, based on the new research progress in rail corrugation
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