Abstract
As a part of Australian Rail CRC Project #82 - Bogie Rotation Friction Management, the investigation on rail corrugation initiation has been carried out. This paper reports the progress made on this research. At present, the literature review and the vehicle-track modelling for rail corrugation have been finished. A three-dimensional vehicle-track system dynamics model is developed for the simulations, in which the vehicle dynamics is described using up to 78 degrees of freedom (DOF). The wheelsets are considered as flexible bodies. The track is modeled as one-layered, two rail beams on elastic foundation or two-layered, sleepers included structure. The effect of wheel-rail profiles, wheel-rail interface conditions, curved track parameters, wheelset design parameters and centre bowl rotation friction on the rail corrugations are examined.
Highlights
The tail cormgations have been observed for a century and at present the variety of theories advanced to explain their occurrence match the variety of the phenomenon itself
The phenomenon is the more or less periodic irregularities of the running surfaces on rails, which are often visible to the naked eye, and cause the high dynamic loads between wheels and rails, deteriorating the track and vehicle components and resulting in the high noise
Grassie and Kalousek (1993) [ l ] considered that the wheel-rail dynamic load P2 resonance; sleeper resonance; flexura1 resonance; torsional resonance of wheelset mainly contributed the six types of rail cormgations respectively, namely, “heavy haul” and “light rail” corrugations, cormgations on resiliently “booted sleepers”, “contact fatigue” corrugations in curves, “rutting” and “roaring rails”, It was assumed that some initial track geometry irregularities and/or wheel and rail defects in combination with other factors such as traction, creep and the friction characteristics at the wheel-rail contact excited dynamic loads which caused damage of some types, thereby modifying the initial profiles of rails or wheels and forming corrugations
Summary
The tail cormgations have been observed for a century and at present the variety of theories advanced to explain their occurrence match the variety of the phenomenon itself. Kalousek and Johnson (1992) [6] thoughi that the simplest hypothesis to explain the short-wavelength corrugation, namely, that cormgation arose from the vertical dynamic behaviour of the wheel-rail system excited by the initially aperiodic railhead roughness was found to be inadequate. Ahlback and Daniels (1991) [9] pointed out that the basic differences in long- and short-wavelength corrugation generation processes would require somewhat different approaches in control In both types a vertical wheel-track dynamic resonance with resulting high contact stresses was a necessary ingredient. Hays and Tucker (1991) [ I l l reported their investigation of the interaction of the torsional dynamics of the wheelset and the longitudinal dynamics of the track, coupled through the contact patch, as a possible source of rail corrugation wear. If torsional energy of axles is mainly stored and released, corrugation might be longitudinally formatted; and if bending energy of axles is stored and released, wheel squeal might be induced laterally
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