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RUTTING CORRUGATION MODELING WITH SIMPACK
C. Collette (1), H. Chollet (2), R. Bastaits (1), A. Preumont (1)(1) Department of Mechanical Engineering and Robotics, University of Brussels,
BELGIUM(2) Laboratoire des Technologies Nouvelles (LTN), Institut National de Recherche sur les
Transports et leur Sécurité, 2 av. Général Malleret-Joinville 94114 Arcueil FRANCE
Research Supported by European Commission (5th Growth Program) « Wheel-Rail Corrugation in Urban Transport »
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Contents
1. Rail Corrugation
2. The approach
3. Test Case (STIB Track Section)
4. Multi-body Model Corrugation mitigation
5. ¼ Scaled test bench
6. Conclusions & Future works
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1. Rail Corrugation
Fixing mechanism:
Resonance mode of vehicle/track system
+ same vehicles at same speed…
1st and 2nd torsional resonances of
the wheel-set
Damage Mechanism:
Plastic flow, wear, fatigue…
Wear of trough (long. Oscillations)
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Basic mechanism
A. Matsumoto Wear 253 (2002) 178-184
Rutting Corrugation
Frictional power densitydissipated in the contact patch
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2. The approach
Measurements Modeling + solutions
Scale 1:1
Validation
Scale1:4
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3. Test Case: STIB Track Section
L = 3.5 cm f = 450 Hz
L = 6 cm f = 300 Hz
L = 10 cm f = 150 Hz
L = 20 cm f = 75 Hz
L = v / f :
Mean Vehicle Speed = 16 m/s
Track Length : 710 m
Curve Radius : 175 m
L = 6 cm
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4. Multi-body model: vehicle parameters
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Multi-body model: track parameters
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Short time Fourier tranform (STFT)
2nd torsional mode
2nd bending mode1st torsional mode
Track modes
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Rutting corrugation mitigation
Dynamic Vibration absorber :
frequency ratio
optimal damping
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Rough Design (Torsion Only)
Characteristics:• Rint = 8.5 cm• Rext = 15 cm• Length = 10 cm• J = 0.5787 Kg.m2
• kT = 2.1956 106 Nm/rad• cT = 300 Nms/rad
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Full scale numerical efficiency
PSD Averaged in time (Delta - Beaulieu)
15 % mitigation15 % mitigation
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5. ¼ Scaled test bech from LTN (INRETS)
Vertical force
Verticalexcitation
Lateral forceGenerator
Rotational vibrometer Motor
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Friction law
Measurement : Simpack model : Polach approximation
Friction coefficient decreases with
important sliding velocities between the wheel and the
rail.
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Rutting corrugation: modeling
Experiment :
1. w_roller = 48.6 rad/s
2. Vertical excitation :
- Amplitude : 20 N
- Frequency : 270 Hz ( = 1st torsional mode of the wheel set)
3. T_wheelset : 3.45 Nm
4. T_roller : 5.6 Nm
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Rutting corrugation: modeling
Roll-slip phenomenon
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Rutting corrugation: measurements
Experiment : same conditions
Roll-slip phenomenon
Filtering
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6. Conclusions & Future work
Conclusions :• Complete multi-body model of the vehicle/track system• Validation with a test case (STIB metro network) :• With DVA: 15 % less energy dissipated in the contact patch.
Future work :• Parameter variation study on the scaled test bench.• Validation of the dynamic vibration absorber on the scaled test bench.