To explain the formation mechanics of corrugation in the case of sharp curve, mathematical model was developed and full-scale experiment on test stand and on commercial line was carried out. The simulation results and the measured results agree well with each other. The corrugations are thought to be formatted by the following mechanism: (a) In the case of sharp curve, the length difference of rail between inside and outside cannot be absorbed by the difference wheel rolling radius. In this condition, the axle is forced to be twisted by the longitudinal creep force between rail and wheel; (b) lf the wheelset vibration in vertical direction is induced by any irregularity between wheel and rail, wheel load fluctuation will appear and the saturation value of creep force may change. Stick-slip oscillation between wheel and rail will happen with the vibration of axle torsion; (c) Periodical wear caused by stick-slip oscillation together with axle torsional vibration may lead to the formation of corrugation. Usually, as the wheel load of inside is smaller, stick-slip at inside is easier to happen. This may cause corrugation on inside rail; (d) The frequency of corrugation, that is the frequency of stick-slip, approximately equals to the natural frequency of vertical system including Hertzian contact stiffness but not to the natural frequency of axle torsion. From the results of parametric analysis of corrugation formation, it is found that to reduce the insufficiency of wheel rolling radius difference is the most effective method to prevent the formation of corrugation. Other methods such as to lighten the car, to increase torsional stiffness of axle, to operate the train at various speeds and to reduce the mass of wheelset are effective to reduce the formation of corrugation. On the basis of these theory, we also analyzed the growing process of corrugation. From the results of numerical simulation we found that: (a) the deepness of corrugation grows with different speeds at different sections of rail; (b) the pattern of corrugation is moving, and under this condition the deepness of corrugation may converge to a certain level; (c) the growing speed of corrugation is proportional to the wear progressing rate, but the rate has no influence on the wavelength of corrugation.
Formation mechanism and countermeasures of rail corrugation on curved track
Bildungsmechanismus und Maßnahmen gegen die Riffelbildung in Gleiskurven
2002
7 Seiten, 12 Bilder, 20 Quellen
Conference paper
English
Eisenbahnschiene , Eisenbahnradreifen , Kontaktfläche , Tribologie , Kurve (Fahrbahn) , Riffelbildung , Welligkeit , Verschleiß , mechanisches Modell , numerische Simulation , Prüfstand , Drehgestell , Rollkontakt , Messen mechanischer Größen , Ruckgleiten , Hertz-Flächenpressung , Bildungsmechanismus
Formation mechanism and countermeasures of rail corrugation on curved track
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