Improving Wheelset Stability of Railway Vehicles by Using an H∞/LPV Active Wheelset System

The complexity of railway vehicle structures has been part of an evolutionary process for almost two hundred years. Challenges such as increased weight, increased maintenance, higher costs and energy consumption have become common. The vision for future railway vehicles is to reduce complexity, hence enable simpler structures and reduce maintenance and cost, and of course various research challenges arise from this. In fact, a number of papers in the railway engineering literature have presented practical ways to control steering of railway vehicles to improve performance. The model of the railway wheelset is highly nonlinear, mainly due to the nature of the wheelset structure and the related wheel-rail contact forces involved during operation. In this paper, the simplest design in terms of retrofitting, the actuated solid-axle wheelset is considered, we investigate actively controlled wheelsets from a Linear Parameter Varying (LPV) control aspect. We use the grid-based LPV approach to synthesize the H∞ / LPV controller, which is self-scheduled by the forward velocity, as well as the longitudinal and lateral creep coefficients. The aim of the controller is to reduce the lateral displacement and yaw angle of the wheelset. Simulation results show that the proposed controller ensures the achievement of the above targets in the considered frequency domain up to 100 rad/s.

Deformation and Instability Properties of Cemented Gangue Backfill Column under Step-By-Step Load in Constructional Backfill Mining

Constructional backfill mining with cemented gangue backfill column can solve the environmental issues caused by mining activities and the accumulation of waste gangue at a low cost. To study the deformation and instability properties of cemented gangue backfill columns during the advancement of coal mining face, five step-by-step loading paths were adapted to mimic the different loading processes of the roof. The lateral deformation at different heights and axial deformation of the sample were monitored. The results show that the deformation and instability of the backfill column have the properties of loading paths and are affected by the step-by-step loading path. When stress-strength ratio (SSR) is less than 0.6, the lateral of backfill column shrinks during the creeping process. In high-stress levels, lateral creep strain develops faster than axial creep strain. The backfill column has characteristics of axial creep hardening and lateral creep softening during the step-by-step loading process. The instantaneous deformation modulus and instantaneous Poisson’s ratio show an upward trend. The bearing capacity of backfill column under the step-by-step load is related to loading paths and is no less than uniaxial compressive strength. The non-uniformity of the lateral deformation of backfill column leads to excessive localized deformation that mainly occurs in the middle, causing the overall instability. The development of cracks of backfill column under step-by-step load could be divided into 4 stages according to SSR. Under different step-by-step loading paths, the axial creep strain rate is nearly a constant before entering the accelerated creep stage. A nonlinear creep constitutive model with a creep strain rate trigger was proposed to depict the development of axial strain under step-by-step load. This research will provide a scientific reference for the design of the advancing distance and cycle for the hydraulic support, and reinforcement of the backfill column.

Experimental Study on Influence of Unloading Rate on Creep Characteristics of Marble under High Stress

In the engineering of high stress area, the measures to control the stability of surrounding rock by reducing excavation footage and excavation speed are to adjust the unloading rate of surrounding rock caused by excavation. In this study, unloading creep tests of marble under high stress conditions were carried out to study the effect of unloading rate. Research results showed that the axial and lateral instantaneous strain and creep strain of the sample increased with the increase of unloading rate; the lateral creep characteristic of marble under unloading condition was stronger than that of axial creep characteristic, and it was more obvious with the increase of unloading rate; the failure of specimens under unloading creep condition was mainly caused by the rapid increase of lateral strain, and the brittleness of rock was increasing with the increase of unloading rate. The Burgers model was used to describe the creep curves of specimens, and the variation of the parameters with the unloading rate was analyzed. The fitting results showed that the instantaneous elastic modulus E1, E'1 and the viscosity coefficients η1, η'1 all decreased with the increase of the unloading rate, which can be described by linear relationship within the unloading rate range of this experiment. Compared with the time of whole creep tests, the time for each specimen to enter the steady-state creep was similar, it was considered that the effect of unloading rate on η2/E2 and η'2/E'2 can be ignored.

Influence of motor harmonic torque on wheel wear in high-speed trains

With the increase of train speed, the harmonic torque of the traction motor of a high-speed train is not a negligible source of excitation. In order to explore the influence of the harmonic torque of the motor on wheel wear, a high-speed EMU vehicle model was established based on the multibody dynamics theory. FASTSIM was used to calculate the wear parameters, and the Zobory wear model was used to calculate the depth of the wheel wear. The influence of the harmonic torque of the motor on the wear parameters and wear depth of high-speed trains under straight and curve conditions is calculated, respectively. The simulation results show that the harmonic torque has a large influence on the wheel rail vertical force and the longitudinal creep force and has little influence on the lateral creep force. With the 30% harmonic torque, the wheel rail vertical force increases by 7.6%, the longitudinal creep force increases by 15%, and the lateral creep force increases by 4%. The amplitude of the longitudinal creepage increases by 14.2% when the harmonic torque is 10%, and increases by 34.4% when the harmonic torque is 30%. When the harmonic torque increases, the wheel wear depth increases, the 10% harmonic torque increases by 3% and the 30% harmonic torque increases by 8%, and the increase of the motor harmonic component accelerates the wheel wear. At the same time, small longitudinal positioning stiffness can help to reduce the influence of the harmonic torque, and the selection of the longitudinal positioning stiffness needs to consider the dynamic performance of the vehicle.

Formulation of a Linearized Model for Vehicle-Track Interactions

In this paper, a fundamental wheel-rail interaction (WRI) element accompanied by its coupling matrices with other vehicle-track components have been derived taking into consideration the aspect of linearization. The key to the presented formulation is the use of the geometrical relationships of relative motions between degrees of freedom (DOFs) and energy principle. To the WRI element, both of the conditions of wheel-rail contacts and wheel-rail separations are allowed in the numerical computations; besides, the effects of the linear creepage and the gravitational restoring are considered in the description of wheel-rail interactions. By comparing with an advanced three-dimensional nonlinear model, the capability of the linear model in characterizing the response amplitude and frequency characteristic of vehicle-track systems is demonstrated. Moreover, the method for the random vibration analysis of the linear model is presented by treating the creep coefficients as the random sources, through which the safety margin of system response can be predicted well. From the numerical examples, it is, additionally, concluded that the lateral creep coefficient holds significant influence on wheel-rail lateral interactions and track vibrations, especially for the responses at low frequency ranges.

Theoretical 3D Model for Quasistatic Critical Derailment Coefficient of Railway Vehicles and a Simplified Formula

The formula for the critical derailment coefficient concerning wheelset yaw angles and wheel-rail creep forces is deduced based on the three-dimensional (3D) force equilibrium relationship in the critical wheel derailment state under quasistatic assumption. The change of critical derailment coefficient and wheel-rail contact patch normal force/creep force as wheelset yaw angles change under the influence of the friction coefficient, maximum flange angle, and net wheel weight is analyzed according to the Kalker linear creep theory and Shen-Hedrick-Elkins creep theory. Analysis shows that the wheel-rail friction coefficient and maximum wheel flange contact angle can significantly influence the critical wheel derailment coefficient, further proving the conservative results when the critical Nadal derailment coefficient is adopted in analyzing wheel derailment under small wheelset yaw angles. To realize easy calculation and application of critical 3D derailment coefficients, the ratio of lateral creep force to longitudinal creep force of wheel-rail contact patches under critical quasistatic wheel derailment conditions is deduced. A simplified calculation method of critical derailment coefficients is presented based on this. The calculation accuracy is verified, proving that it can satisfy engineering application.

Wheel Squeal Control With Keltrack Liquid Friction Modifier and Protector Trackside Application: Theory and Practice

Wheel squeal is a source of continuing concern for many railroads and transits, as well as for their neighbours. The underlying mechanism for squeal noise has been well understood in the literature for some time. However an integrated abatement method addressing the underlying cause of the problem has not previously been reported. This paper describes practical experience using a water-based liquid High Positive Friction Modifier (Keltrack) applied using a Top of Rail trackside applicator (Portec Protector). This proprietary friction modifier and delivery equipment have been co-developed to provide an optimized product / delivery system that gives significant reduction of wheel squeal in curves. Wheels experiencing lateral creep in curves are subject to roll-slip oscillations as a result of the frictional characteristics of the interface layer between the wheel and rail. These roll-slip oscillations are amplified in the wheel web leading to the familiar squeal. Providing a thin film of material between the wheel and rail with positive friction characteristics can both in theory and practice greatly reduce the magnitude of these oscillations. The friction control characteristics of Keltrack allow the material to be delivered to the top of both rails without compromising traction or braking. Delivery of Keltrack to the contact patch is achieved with a proprietary top of rail electric trackside applicator, the Portec Protector. Key equipment features include top of rail bar design optimized for accurate and precise delivery, and control system features. The equipment is placed at the entrance to curves, and the friction modifier is carried down into the curve by the passing wheels. Application rate is optimized by control of the axle count between pump activations, and by the length of pump activation. The material is delivered to the top of both rails for optimum friction control. The integrated product / equipment technology is now successfully controlling noise at more than twenty transit sites. Typical sound level reduction is 10–15 dB, in some cases as high as 20 dB, depending on the initial sound level. Two case studies are presented illustrating the effectiveness of this technology.

The mechanism of deformation and fracture in potash rock

Specimens of potash rock from the Rocanville mine of the Potash Corporation of Saskatchewan were subjected to uniaxial compression tests and to time-dependent creep tests under static, uniaxial loading.During the first cycle of loading, the main sources of the measured strain are compaction and dilation at grain boundaries and consolidation of the clay phase. The crystals of halite and sylvite deform elastically at low stress and in a brittle manner at high stress. There is little, if any, evidence for constant-volume plastic deformation at any level of uniaxial stress.The stress–strain curve can be divided into three parts, each representing a different dominant deformational process: a low-stress quasi-elastic, an intermediate-stress ductile, and a high-stress brittle mechanism. The three parts are separated by the yield point (1–8 MPa) and the crack initiation point (10–13 MPa). The strength of the Rocanville potash specimens ranged between 15 and 18 MPa.The deformation of potash rock is strongly time dependent. There is evidence for the existence of all three stages of creep: transient, steady-state, and tertiary. There is very little interrelationship between the axial and lateral creep strains; the volumetric strain is negative at low stress and positive (dilatant) at high stress, but rarely, if ever, constant. Key words: creep, dilatant, ductile, elastic, fracture, microfracture, plastic, potash, salt.