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

• Published in: Vehicle system dynamics 2014-05, Vol.52 (sup1), p.92-108
• Main Authors: Vila, Paloma, Baeza, Luis, Martínez-Casas, José, Carballeira, Javier
• Format: Article
• Language: English
• Subjects: Automotive wheels; Computer simulation; Contact; Corrugating; Corrugation; cyclic track; Excitation; Feedback loops; flexible rotating wheel set; global corrugation growth rate; Interaction models; Mathematical models; rail corrugation; Rails; Rotating; Rotation; Steady state; Substructuring; Three dimensional models; Track interaction models; Vehicles; Wear
• ISSN: 0042-3114; 1744-5159
• DOI: 10.1080/00423114.2014.881513

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.