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Research Papers

Instability Analysis in Curve Noise of Urban Railway Systems for Optimal Steering Bogie Development

[+] Author and Article Information
Hyo-In Koh

 Railroad Environment Research Department, Korea Railroad Research Institute, #360-1, Woram-dong, Uiwang-si, Gyeonggi-do, 437-757, Koreahikoh@krri.re.kr

Joon-Hyuk Park

 Railroad Environment Research Department, Korea Railroad Research Institute, #360-1, Woram-dong, Uiwang-si, Gyeonggi-do, 437-757, Korea

J. Vib. Acoust 133(6), 061010 (Nov 28, 2011) (11 pages) doi:10.1115/1.4005015 History: Received March 03, 2010; Revised April 14, 2011; Published November 28, 2011; Online November 28, 2011

This paper is primarily aimed at investigating the excitation related factors of curve noise in urban metro lines. This study is initiated within the scope of a project on the development of an active steering bogie, which has the purpose of reducing the wear and noise caused by curves. Noise and wheel profile monitoring tests were carried out four times in 2007–2008. In order to identify the excitation conditions, the frequencies are investigated which are related to the unstable dynamic behaviors of the wheel. In addition, the curve negotiation performance of a metro train was analyzed to investigate the time-domain characteristics of the creepages and creep forces caused by the curved sections. The frequency region, where the flexible dynamic behavior of a wheel is unstable and the occurrence time of the unstable dynamical behavior match well with the results of the noise measurements. The relationship between the noise generation related factors due to the lateral creepage in the contact region and the longitudinal creepage, the spin creepage could be also identified. As a new approach, the parameters related to the curve noise excitation caused by the dynamic instability of the wheel are predicted with consideration to the control concept of the active steering bogie, which is now in development. A calculation on the steering performance of an active steering bogie concept shows a promising reduction in and a stable dynamic condition of the lateral creep parameters of the inner front wheel.

Copyright © 2011 by American Society of Mechanical Engineers
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References

Figures

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Figure 17

The lateral creepages due to the bogie attack angle along the radius of the curved track

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Figure 18

The time domain analysis results of the front inner wheel in the active steering bogie at R = 301(m): (a) the lateral creepage, (b) the lateral creep force and (c) the friction coefficient

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Figure 19

Schematic diagram of 14-d.o.f. vehicle model

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Figure 16

The wheelset positions for the relative angle control method when the attack angle of the bogie is: (a) zero and (b) ψb

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Figure 15

The real part of H(ω) according to the lateral creepage with the longitudinal creepage of; (a) ξx=0, (b) ξx=0.004 and (c) ξx=0.006

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Figure 14

The real part of H(ω) and the phase according to the lateral creepage ξy

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Figure 13

The Fast Fourier Transform results of the inner wheel vibration: (a) the lateral velocity and (b) the velocity behavior in the time domain

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Figure 12

The rate of change for the adhesion coefficient according to the lateral creepage

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Figure 11

The unstable dynamic oscillation of the lateral creepage and the measured curve noise

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Figure 10

The dynamic behavior of the lateral creepage and lateral force of front inner wheel at a curve with a curve radius of R = 301(m) and R = 1002(m); (a) the lateral creepage in a rigid body analysis (R = 301(m)), (b) the lateral creepage and the creep force in a flexible body dynamic analysis (R = 301(m)), (c) the lateral creepage in a rigid body dynamic analysis (R = 1002(m)), (d) the lateral creepage and the creep force in a flexible body dynamic analysis (R = 1002(m))

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Figure 9

The Simulink block diagram for the flexible dynamic frequency analysis of the front inner wheel during curve negotiation with a curve radius of R = 301(m)

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Figure 8

Calculation results of the vehicle running in a curve with a curve radius of R = 301(m); (a) the lateral displacement of wheelset, (b) the angle of attack, (c) the lateral creepage, (d) the lateral creep force

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Figure 7

Friction coefficient variations along the lateral creepage when traveling speed is 42 km/h and other creepages are zero

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Figure 6

Lateral mobility of a rail wheel for an axial excitation at the tread

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Figure 5

Excitation position and direction of a rail wheel FEM model

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Figure 4

The narrow band analysis of the inner front wheel noise of a metro section (divided into subsections)

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Figure 3

The narrow band analysis of wheel noise of a metro curve section with a radius of R = 301(m)

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Figure 2

The railway wheel noise levels and the train speed measured in two different metro sections including a curve of R = 301(m)

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Figure 1

The wheel noise monitoring microphone

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