Parametric investigation of railway fastenings into the formation and mitigation of short pitch corrugation

Short pitch corrugation has been a problem for railways worldwide over one century.In this paper,a parametric investigation of fastenings is conducted to understand the corrugation formation mechanism and gain insights into corrugation mitigation.A three-dimensional finite element vehicle-track dynamic interaction model is employed,which considers the coupling between the structural dynamics and the contact mechanics,while the damage mechanism is assumed to be differential wear.Various fastening models with different configurations,boundary conditions,and parameters of stiffness and damping are built up and analysed.These models may represent different service stages of fastenings in the field.Besides,the effect of train speeds on corrugation features is studied.The results indicate:(1)Fastening parameters and modelling play an important role in corrugation formation.(2)The fastening longitudinal constraint to the rail is the major factor that determines the corrugation formation.The fastening vertical and lateral constraints influence corrugation features in terms of spatial distribution and wavelength components.(3)The strengthening of fastening constraints in the longitudinal dimension helps to mitigate corrugation.Meanwhile,the inner fastening constraint in the lateral direction is necessary for corrugation alleviation.(4)The increase in fastening longitudinal stiffness and damping can reduce the vibration amplitudes of longitudinal compression modes and thus reduce the track corrugation propensity.The simulation in this work can well explain the field corrugation in terms of the occurrence possibility and major wavelength components.It can also explain the field data with respect to the small variation between the corrugation wavelength and train speed,which is caused by frequency selection and jump between rail longitudinal compression modes.

Effect of rail corrugation on vertical dynamics of railway vehicle coupled with a track

The effect of rail corrugation on the vertical dynamics of railway vehicle coupled with a curved track is investigated in detail with a numerical method when a wheelset is steadily curving. In the calculation of rail corrugation we consider the combination of Kalkers rolling contact theory modified, a model of material loss on rail running surface, and a dynamics model of railway vehicle coupled with a curved track. In the establishment of the dynamic model, for simplicity, one fourth of the freight car without lateral motions, namely a wheelset and the equivalent one fourth freight car body above it, is considered. The Euler beam is used to model the rails and the track structure under the rails is replaced with equivalent springs, dampers and mass bodies. The numerical results show the great influence of the rail corrugation on the vibration of the parts of the vehicle and the track, and the some characters of rail corrugation in development.

Investigation into the Vibration of Metro Bogies Induced by Rail Corrugation

The current research of rail corrugation mainly focuses on the mechanisms of its formation and development. Compared with the root causes and development mechanisms, the wheel-rail impacts, the fatigue failure of vehicle-track parts, and the loss of ride comfort due to rail corrugation should also be taken into account. However, the influences of rail corrugation on vehicle and track vibration, and failure of vehicle and track structural parts are barely discussed in the literature. This paper presents an experimental and numerical investigation of the structural vibration of metro bogies caused by rail corrugation. Extensive experiments are conducted to investigate the effects of short-pitch rail corrugation on the vibration accelerations of metro bogies. A dynamic model of a metro vehicle coupled with a concrete track is established to study the influence of rail corrugation on the structural vibration of metro bogies. The field test results indicate that the short-pitch rail corrugation generates strong vibrations on the axle-boxes and the bogie frames, therefore, accelerates the fatigue failure of the bogie components. The numerical results show that short-pitch rail corrugation may largely reduce the fatigue life of the coil spring, and improving the damping value of the primary vertical dampers is likely to reduce the strong vibration induced by short-pitch rail corrugation. This research systematically studies the effect of rail corrugation on the vibration of metro bogies and proposes some remedies for mitigating strong vibrations of metro bogies and reducing the incidence of failure in primary coil springs, which would be helpful in developing new metro bogies and track maintenance procedures.

EFFECT OF DISCRETE SUPPORTS OF RAIL ON INITIATION AND EVOLUTION OF RAIL CORRUGATION

The effect of discrete support of rail on the formation and evolution of railcorrugation is primarily investigated with numerical method in the situation of wheelset curvingsteadily and repeatedly. In the numerical analysis of corrugation it is considered that acombination of Kalker's rolling contact theory with non-Hertzian to be modified, a linear frictionalwork model and a vertical dynamics model of railway vehicle coupled with a curved track. And theuneven support stiffness of rail in the vertical direction due to discrete sleeper support and thedifferent running speed of the wheelset are taken into consideration. The damage on the runningsurface of rail, concerning rail corrugation formation, is restricted to wear mechanism of railmaterial. The numerical results obtained indicate that the discrete supports of rail by sleepershave a great influence on the formation of the corrugation under the condition of non-zero andstable creepages of wheelset and track.

Effects of wheelset vibration on initiation and evolution of rail short-pitch corrugation

The initiation and evolution of short-pitch corrugation in Beijing metro line 4 was studied from the viewpoint of wheelset vibration.A three-dimensional elastic model was set up.Numerical simulations were undertaken with this model to analyze the corrugation by the wheelset vertical vibration and torsional vibration.Based on numerical results,the relation between rail corrugation and wheelset vibration,and the relation between the position of electromotor and wheelset vibration were indicated.It is found that avoiding the wheelset-rail resonance is one method of controlling the rail short-pitch corrugation and solving the vibration and noise problem in metro lines.

Experimental and simulation investigation into the cause and treatment of rail corrugation for metro

The cause and treatment of rail corrugation for the metro have always been a popular and challenging issue. In this work, the field measurements were carried out on rail corrugation, track stiffness, and the track dynamic response. A three-dimensional finite element model was developed to investigate the cause of rail corrugation. The constraints on rail vibration from two wheelsets and adjacent wheel-rail interactions were taken into account in the model. According to experimental and simulation results, the suppression measure for rail corrugation was proposed and the suppression mechanism was discussed. It was found that the cause of rail corrugation is related to vertical and lateral vibration of the rails outside the two wheelsets at around 380 Hz. The increased stiffness of the fasteners reduces the vibration energy of the rail and the wheel-rail force. However, simply increasing the stiffness of the fasteners may not be effective in the suppression of rail corrugation. If necessary, the rails need to be grinded to reduce the roughness to a certain level, so that increasing the fastener stiffness can effectively suppress the rail corrugation.

Investigation into rail corrugation in high-speed railway tracks from the viewpoint of the frictional self-excited vibration of a wheel–rail system

A finite element vibration model of a multiple wheel-rail system which consists of four wheels, one rail, and a series of sleepers is established to address the problem of rail corrugation in high-speed tracks. In the model, the creep forces between the wheels and rail are considered to be saturated and equal to the normal contact forces times the friction coefficient. The oscillation of the rail is coupled with that of wheels in the action of the saturated creep forces. When the coupling is strong, self- excited oscillation of the wheel-rail system occurs. The self-excited vibration propensity of the model is analyzed using the complex eigenvalue method. Results show that there are strong propensities of unstable self-excited vibrations whose frequencies are less than 1,200 Hz under some conditions. Preventing wheels from slipping on rails is an effective method for suppressing rail corrugation in high-speed tracks.

Comparison study on measurement of rail weld joint between inertial reference method and multi-point chord reference method

Purpose – Straightness measurement of rail weld joint is of essential importance to railway maintenance. Dueto the lack of efficient measurement equipment, there has been limited in-depth research on rail weld joint with a5-m wavelength range, leaving a significant knowledge gap in this field.Design/methodology/approach – In this study, the authors used the well-established inertial referencemethod (IR-method), and the state-of-the-art multi-point chord reference method (MCR-method). Two methodshave been applied in different types of rail straightness measurement trollies, respectively. These instrumentswere tested in a high-speed rail section within a certain region of China. The test results were ultimatelyvalidated through using traditional straightedge and feeler gauge methods as reference data to evaluate the railweld joint straightness within the 5-m wavelength range.Findings – The research reveals that IR-method and MCR-method produce reasonably similar measurementresults for wavelengths below 1 m. However, MCR-method outperforms IR-method in terms of accuracy forwavelengths exceeding 3 m. Furthermore, it was observed that IR-method, while operating at a slower speed,carries the risk of derailing and is incapable of detecting rail weld joints and low joints within the track.Originality/value – The research compare two methods’ measurement effects in a longer wavelength rangeand demonstrate the superiority of MCR-method.

Slip-Stick Vibrations of Wheelsets and Rail Corrugations

A dynamic space coupling model is developed for simulating the vibrations of wheel/rail systems as well as the torsion and bending vibrations of wheelsets. It is found that the slip stick vibrations of wheelsets are mainly caused and controlled by the crossing excitation or self excitation of the vertical vibrations of the whole system and by the bending vibrations and torsion vibrations of the wheelsets. It is found for the first time that the slip stick vibrations may occur in more than one forms, and one or another of the three kinds of vibrations is excited more strongly. Four typical kinds of slip stick vibrations are enumerated and described. The field investigation on rail corrugations shows that the four kinds of slip stick vibrations are most likely to exist and related with different corrugated features.

扣件刚度非线性对波磨区轮轨瞬态滚动接触行为的影响

WJ-8型扣件橡胶垫板刚度在长期服役过程中表现出非线性特征,静刚度随荷载增加而降低,为提高三维瞬态滚动接触有限元模型计算精确性,本文以LMA踏面车轮及CHN60型钢轨为基础,基于显式积分算法,将以往研究中线弹性扣件转化为非线性扣件,建立考虑扣件刚度非线性特征的三维轮轨瞬态滚动接触有限元模型,研究刚度非线性对车轮与钢轨波磨间高频动态响应及瞬态接触行为的影响,并重点分析了波磨工况下时频域内轮轨接触力、轴箱加速度的变化信息.结果表明:扣件非线性对轮轨接触力变化影响明显,主要表现为车轮行驶至扣件前端时强振动导致橡胶垫板表现为柔软特性使轮轨接触力减小,车轮行驶至扣件上方时在轴重作用下振动减弱表现为刚硬特性使轮轨接触力增大,轮轨力变化差异最大达到13.1%.

高速铁路钢轨波磨地段轴箱振动加速度时频特征分析

钢轨波磨是一种常见的高速铁路轨道病害。为了研究钢轨波磨参数与轴箱加速度响应时频特征之间的对应关系,从理论上探索通过轴箱振动加速度识别钢轨波磨的可行性,基于车辆-轨道耦合动力学理论建立了考虑车辆主要部件柔性化的刚柔耦合动力学模型。通过与实测数据的对比,验证了模型的准确性;在研究了钢轨波磨参数与轴箱振动加速度时域信号之间因应关系的基础上提出了一种基于VMD-SPWVD的钢轨波磨时频分析方法,并验证了该方法的有效性。研究结果表明,钢轨波磨会对轴箱振动加速度信号产生较大影响;不同波深和波长下的轴箱振动加速度最大值在时域信号中的位置具有随机性;钢轨波磨参数与轴箱振动加速度均方根之间的规律性较为明显,但其作为一种时域指标无法准确定位波磨区段的位置和严重程度;相较于时域分析方法,本文提出的基于VMD-SPWVD的时频分析方法能有效反映钢轨波磨参数与轴箱振动加速度之间的因应关系,时频分析结果能准确得到钢轨波磨的特征频率且不存在干扰成分,能量幅值与钢轨波磨波深之间呈正相关,该方法可以定位波磨存在的区段并能够体现同一区段不同位置波磨的严重程度。最后采用该方法对实测数据进行分析,进一步验证了本文所述方法通过轴箱振动加速度信号识别钢轨波磨的有效性。

地铁曲线波磨地段振动特性影响因素分析

为研究地铁曲线波磨地段振动特性影响因素,建立车辆-轨道及轨道-隧道-大地模型,分析不同波磨波深、隧道埋深、轨道减振措施下隧道壁及地面的振动响应。结果表明:减小钢轨波磨波深或增加隧道埋深,隧道壁和地面的垂向最大加速度和加速度分频最大振级均有减小趋势;采取不同轨道减振措施时,浮置板的减振效果最佳;隧道埋深和轨道减振措施的改变,不会改变隧道壁和地面加速度峰值的频段区间及加速度分频最大振级的中心频率;振动在隧道壁传递到地面的过程中高频衰减较快。

基于波噪比的高速铁路钢轨波磨快速检测方法

为实现高速铁路钢轨波磨里程覆盖式、高频次、快速测量,提出基于波噪比的钢轨波磨快速检测方法。采用便携式添乘仪检测高速列车车体振动和车内噪声数据,提出基于车体纵向加速度进行数值积分来计算列车速度和里程,采用曲线地段车体摇头角速度里程与台账里程的偏差值修正速度积分误差。利用提取的里程修正后车厢噪声数据与钢轨波磨对应的400~700 Hz频带成分,计算频带能量占噪声总能量的比值,并获取波噪比超限时的钢轨波磨波长和里程。结合高速列车实测数据分析,研究结果表明:速度修正后列车定位里程最大误差为87 m,对波磨比大于0.3的线路区段进行钢轨波磨波形测量和轴箱加速度振动能量比分析,钢轨波磨波长范围为53~57 mm,实测波长为53 mm,验证了该方法的正确性,为高速铁路钢轨波磨的快速测量提供技术支撑。

宽频式钢轨动力吸振器对波磨的影响分析

为了解决某地铁钢弹簧浮置板轨道曲线段钢轨波磨问题,首先对钢轨波磨进行了现场测试,其次依据波磨特征进行宽频式钢轨动力吸振器(wide-frequency tuned mass damper,WTMD)的精准调频和研制。然后将WTMD的质量、刚度和阻尼等参数输入到建立的车辆-WTMD-钢弹簧浮置板耦合动力学模型。模型中浮置板和基础考虑为柔性体,轮轨接触采用多点非赫兹接触的Kik-Piotrowski模型求解。以美国5级谱叠加现场实测的波磨不平顺谱作为激励,运用有限元软件ANSYS和多体动力学仿真软件UM进行联合耦合动力学分析,逐次迭代优化WTMD参数。同时,将有无WTMD的仿真分析得到的钢轨振动加速度和现场实测数据进行对比,研究了WTMD对钢轨振动的影响。最后进行了有无WTMD的钢轨振动总振级、钢轨振动衰减率和3次波磨跟踪测试,研究了WTMD对钢轨振动、钢轨振动衰减率和波磨发展的影响。研究表明:设计的WTMD前3阶振动主频分别为518、700、759 Hz,与车辆通过波磨频率(520~830 Hz)一致;仿真和实测的钢轨振动加速度数据吻合较好,安装WTMD后钢轨振动加速度均方根值由200 g降低为20 g,减振效果为8.1 dB;WTMD可以提高钢轨的垂向和横向振动衰减率,抑制钢轨的垂向和横向pinned-pinned共振;3次波磨跟踪测试发现,WTMD安装后,钢轨波磨发展缓慢,无肉眼可见的波磨。通过以上的仿真和试验都验证了WTMD可以有效地抑制钢轨波磨。

基于图像处理技术的车载钢轨波磨自动识别与预警系统

[目的]目前地铁轨道日常巡检采用的人工检测和轨道检查车方式存在效率低、成本高等问题,已无法满足日益发展的轨道交通安全运营需求。对此,需要基于图像处理识别技术,研究车载钢轨波磨自动识别与预警系统。[方法]阐明了钢轨波磨自动识别的总方案,从钢轨表面图像的去噪与光照不均校正问题及钢轨表面图像的定位与分割、钢轨波磨区间的定位、钢轨波磨周期估计等方面,详细阐述了基于图像处理的钢轨波磨自动识别与评估方法。基于系统构成和逻辑架构从软硬件角度分别描述了病害自动识别与预警系统的构建,并介绍了该系统在北京地铁的示范应用情况。[结果及结论]该系统能实现对轨道波磨病害的实时检测、定位、评估及预警。示范应用测试结果表明:该系统的钢轨波磨病害识别准确率达到97%以上;与传统人工巡检和专用轨道检测车相比,检测效率极具优势。

某地铁转向架构架端部开裂机理及分析

针对某B型地铁在正常运营过程中发生转向架构架端部开裂问题,文中采用运营模态分析和线路试验开展断裂机理研究。首先文中基于PolyMAX方法识别出构架在实际运营中的工作模态,其中构架端部存在频率为222.9 Hz,阻尼比为0.72%的纵向摆动固有模态;然后通过分析轴箱、构架端部加速度和动应力时频特性以及对典型区间轨道调查发现,车辆以60 km/h的运营速度通过含有波长为80 mm钢轨波磨的弹性短轨枕区段时,构架端部与轨道固有频率重合,从而导致结构共振引发疲劳破坏;在相同工况条件下,构架端部安装加强筋改进后的结构,其振动加速度和动应力均比原方案减小90%左右,同时对改进前后构架端部进行寿命评估,结果表明安装加强筋后的构架端部损伤值大幅降低,满足转向架的使用寿命要求。

考虑滚动噪声的地铁波磨打磨限值评估方法

钢轨打磨能有效抑制波磨的发展,目前的打磨限值制定标准主要以车辆运行平稳性和行车安全性为依据,对影响环境线路的轮轨滚动噪声重视不足。为了获取服役条件下轮轨滚动噪声约束的地铁波磨打磨限值,根据对某地铁线路噪声段波磨情况的调查,建立了地铁波磨打磨限值综合评估模型。模型中将连续谐波模拟钢轨波磨作为系统输入,根据车辆-轨道耦合动力学理论以及轮轨接触关系确定轮轨动作用力和轮轨表面粗糙度之间的关系,分析获取了车辆-轨道耦合系统的振动响应和轮轨滚动噪声,指出了轮轨动作用力、轮重减载率和轮轨滚动噪声声压级3个指标对地铁线路钢轨波磨打磨限值的影响,进而形成了融合轮轨滚动噪声的地铁波磨打磨限值评估方法。结果表明:考虑轮轨滚动噪声影响的钢轨波磨打磨限值评估,不仅满足车辆运行平稳性和行车安全性的要求,而且保证地铁沿线噪声处于合理范围;基于轮轨滚动噪声对钢轨波磨最为敏感的特性,综合评估地铁波磨打磨限值,提高了载重变化时的车辆运行平稳性。

柔性轮对的地铁曲线段内轨波磨迁移特性研究

为预防波磨从一侧钢轨迁移至另一侧,建立了柔性轮对的车辆-轨道曲线通过刚柔耦合动力学模型,再现了地铁车辆曲线段时的轮轨接触行为,分析了曲线内轨不同特征波长波磨产生的振动响应和磨耗功率。相比传统多刚体模型,车辆-轨道刚柔耦合模型能将轮对弯曲、扭转和高频振动考虑在内。针对波长极短的40 mm短波、80 mm短波、150 mm中波和200 mm长波波磨四种工况进行仿真,结果表明:随着波长增加,波磨迁移现象越容易产生。对于波长较短的短波引起单侧高频轮轨冲击但波磨不易迁移至另一侧;80 mm短波引起的振动较小,也不易发生迁移;当波长增加至150 mm中长波和200 mm长波后,外轨轮轨力振动开始加剧,150 mm工况外轨纵向轮轨力振荡明显增加,200 mm工况纵向和垂向轮轨力已接近波磨所在侧的振荡幅值,此时很可能发生波磨迁移的现象。

基于环形试验台的钢轨短波长波磨产生机理研究

介绍一种具有小半径曲线轨道的环形试验台,并对其钢轨表面短波长波磨的形成原因进行分析。环形试验台上车辆运行6 000圈后,在低轨表面观察到钢轨波磨以3.31 mm的波长再现。通过力锤敲击对轨道动态特性进行频率响应函数测试,并在行车条件下对波磨附近处高低轨的振动加速度进行数据采样,采用短时傅里叶变换对采样数据在频域上进行分析。根据试验台的实际尺寸建立轨道三维实体有限元模型,并对其进行模态分析和频响分析。结合试验和仿真的结果分析轨道结构动态特性与钢轨波磨的相关性。结果表明,试验车辆运行速度为12 km/h时,3.3 mm波长波磨的通过频率为1 007 Hz。低轨的1阶垂向Pinned-Pinned频率为2 277 Hz,低轨的1阶横向Pinned-Pinned频率为1 015 Hz,与波磨通过频率相吻合。车辆通过小曲线半径时,低轨上的横向振动幅值远大于高轨上的振动幅值,且低轨上的横向Pinned-Pinned频率1 015 Hz容易被激发,形成与共振频率对应的波磨,且在不同行车速度下低轨被激发出来的横向Pinned-Pinned频率几乎不会受速度的影响,振动幅值随着速度的减小依次降低。低轨频率响应函数试验测试的结果和有限元仿真的结果相吻合,验证了所建立的有限元模型的准确性,且在白噪声的激励下,有限元模型中低轨的横向Pinned-Pinned频率极易被激发出来,其模态振型表现为以钢轨弹性扣件支撑点相对固定。轨道结构波磨的产生主要与轨道结构中高频固有特性相关,钢轨横向Pinned-Pinned模态被激发加剧了钢轨的横向振动是导致小曲线半径低轨钢轨波磨形成的原因。

钢轨波磨水平对轮轨噪声影响研究

[目的]针对国内某地铁线路运营过程中频繁出现噪声超标现象,研究钢轨波磨水平对轮轨噪声的影响,以解决线路的波磨不平顺导致轮轨匹配度下降、波磨导致轮轨噪声增大的问题。[方法]根据实测不同区段波磨特征及噪声情况,建立了波磨不平顺下的噪声发展预测模型;分析了波磨1/3倍频程特征与产生噪声主频率,得出了易激发噪声波磨波长特征;分析了钢轨质量和列车运行速度与钢轨噪声间的关系。[结果及结论]轮轨噪声由钢轨噪声和车轮噪声叠加构成。频率在2000 Hz以内时,轮轨噪声由钢轨噪声主导;频率在2000 Hz以上时,轮轨噪声由车轮噪声主导。波磨不平顺会加剧轮轨噪声,轮轨噪声的敏感波长为25~55 mm,波谷越大则噪声越大,打铣磨可以降低轮轨噪声。轨道质量对轮轨噪声的影响较小,但列车运行速度对轮轨噪声有着显著的影响,车速越快则轮轨噪声越大,因此,在居民区等公共场合,可以通过适当限速来降低噪声对周边环境的影响。