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On the rolling noise generation due to wheel/track parametric excitation
No full textAs a discretely supported railway track is essentially periodic, when a wheel rolls over the rail, it experiences the varying dynamic stiffness in a sleeper bay of the track, and thus the wheel and rail is periodically excited at the sleeper-passing frequency. The parametric excitation due to the varying track stiffness, in addition to the roughness or discontinuities on the wheel and rail rolling surfaces, also causes vibration and noise emission. A frequency–time domain methodology is applied for simulation of the wheel/rail interaction due to the parametric excitation. The wheel/rail interaction forces are calculated and Track–Wheel Interaction Noise Software (TWINS) is used to predict the noise radiation due to the parametric excitation at various train speeds. The results are compared with those from a moving irregularity model where no parametric excitation is generated. It is found that the components due to the parametric excitation are not significant at lower speeds compared with those due to the roughness excitation. Use of a moving irregularity model without considering the wheel/track parametric excitation may under-estimate the noise emission level at high speeds
The effects of non-linearities at the wheel/rail interface on the generation of rolling noise
No full text
A hybrid model for the noise generation due to railway wheel flats
No full textA numerical model is developed to predict the wheel/rail dynamic interaction occurring due to excitation by wheel flats. A relative displacement excitation is introduced between the wheel and rail that differs from the geometric form of the wheel flat due to the finite curvature of the wheel. To allow for the non-linearity of the contact spring and the possibility of loss of contact between the wheel and the rail, a time-domain model is used to calculate the interaction force. This includes simplified dynamic models of the wheel and the track. In order to predict the consequent noise radiation, the wheel/rail interaction force is transformed into the frequency domain and then converted back to an equivalent roughness spectrum. This spectrum is used as the input to a linear, frequency-domain model of wheel/rail interaction to predict the noise. The noise level due to wheel flat excitation is found to increase with the train speed V at a rate of about 20 log0V whereas rolling noise due to roughness excitation generally increases at about 30 log0V. For all speeds up to at least 200 km/h the noise from typical flats exceeds that due to normal levels of roughness. When the wheel load is doubled the predicted impact noise increases by about 3 dB
Theoretical investigation of wheel/rail non-linear interaction due to roughness excitation
No full textWheel/rail non-linear interactions with coupling between vertical and lateral directions
No full textSummary A theoretical model is developed to explore the high frequency wheel/rail interaction with coupling between the vertical and lateral directions. This coupling is introduced through the track dynamics due to the offset of the wheel/rail contact point from the rail centre line. Equivalent models of the railway track in the time domain are developed according to the rail vibration receptances in the frequency domain. The wheel is represented by a mass in each direction with no vertical-lateral coupling. The vertical wheel/rail interaction is generated through a non-linear Hertzian contact stiffness, allowing for the possibility of loss of contact between the wheel and rail. The lateral interaction is represented by a contact spring and a creep force damper in series and their values depend on the vertical contact force. The vibration source is the roughness on the wheel and rail contact surfaces which forms a relative displacement excitation in the vertical direction. Using the combined interaction model with this relative displacement excitation, the wheel/rail interactions with coupling between the vertical and lateral vibrations are simulated. It is found that the lateral interaction force caused by the offset is usually less than thirty percent of the vertical dynamic force. The lateral vibration of the rail is significantly reduced due to the presence of the lateral coupling, whereas the vertical interaction is almost unaffected by the lateral force
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