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**Harvard**

Pieringer, A., Torstensson, P., Giner, J. och Baeza, L. (2016) *Investigation of railway curve squeal using a combination of frequency- and time-domain models*.

** BibTeX **

@conference{

Pieringer2016,

author={Pieringer, Astrid and Torstensson, Peter and Giner, Juan and Baeza, Luis},

title={Investigation of railway curve squeal using a combination of frequency- and time-domain models},

booktitle={Proceedings of the 12h International Workshop on Railway Noise (IWRN12), Terrigal, Australia, September 12-16},

pages={444 - 451},

abstract={Railway curve squeal arises from self-excited vibrations during curving. In this paper, a frequency- and a timedomain
approach for curve squeal are compared. In particular, the capability of the frequency-domain model to
predict the onset of squeal and the squeal frequencies is studied. In the frequency-domain model, linear stability
is investigated through complex eigenvalue analysis. The time-domain model is based on a Green's functions
approach and uses a convolution procedure to obtain the system response. To ensure comparability, the same
submodels are implemented in both squeal models. The structural flexibility of a rotating wheel is modelled by
adopting Eulerian coordinates. To account for the moving wheel‒rail contact load, the so-called moving element
method is used to model the track. The local friction characteristics in the contact zone is modelled in
accordance with Coulomb's law with a constant friction coefficient. The frictional instability arises due to
geometrical coupling. In the time-domain model, Kalker's non-linear, non-steady state rolling contact model
including the algorithms NORM and TANG for normal and tangential contact, respectively, is solved in each
time step. In the frequency-domain model, the normal wheel/rail contact is modelled by a linearization of the
force-displacement relation obtained with NORM around the quasi-static state and full-slip conditions are
considered in tangential direction. Conditions similar to those of a curve on the Stockholm metro exposed to
severe curve squeal are studied with both squeal models. The influence of the wheel-rail friction coefficient and
the direction of the resulting creep force on the occurrence of squeal is investigated for vanishing train speed. Results from both models are similar in terms of the instability range in the parameter space and the predicted
squeal frequencies.},

year={2016},

keywords={Curve squeal, non-linear time-domain simulation, linear complex stability analysis},

}

** RefWorks **

RT Conference Proceedings

SR Print

ID 242668

A1 Pieringer, Astrid

A1 Torstensson, Peter

A1 Giner, Juan

A1 Baeza, Luis

T1 Investigation of railway curve squeal using a combination of frequency- and time-domain models

YR 2016

T2 Proceedings of the 12h International Workshop on Railway Noise (IWRN12), Terrigal, Australia, September 12-16

SP 444

OP 451

AB Railway curve squeal arises from self-excited vibrations during curving. In this paper, a frequency- and a timedomain
approach for curve squeal are compared. In particular, the capability of the frequency-domain model to
predict the onset of squeal and the squeal frequencies is studied. In the frequency-domain model, linear stability
is investigated through complex eigenvalue analysis. The time-domain model is based on a Green's functions
approach and uses a convolution procedure to obtain the system response. To ensure comparability, the same
submodels are implemented in both squeal models. The structural flexibility of a rotating wheel is modelled by
adopting Eulerian coordinates. To account for the moving wheel‒rail contact load, the so-called moving element
method is used to model the track. The local friction characteristics in the contact zone is modelled in
accordance with Coulomb's law with a constant friction coefficient. The frictional instability arises due to
geometrical coupling. In the time-domain model, Kalker's non-linear, non-steady state rolling contact model
including the algorithms NORM and TANG for normal and tangential contact, respectively, is solved in each
time step. In the frequency-domain model, the normal wheel/rail contact is modelled by a linearization of the
force-displacement relation obtained with NORM around the quasi-static state and full-slip conditions are
considered in tangential direction. Conditions similar to those of a curve on the Stockholm metro exposed to
severe curve squeal are studied with both squeal models. The influence of the wheel-rail friction coefficient and
the direction of the resulting creep force on the occurrence of squeal is investigated for vanishing train speed. Results from both models are similar in terms of the instability range in the parameter space and the predicted
squeal frequencies.

LA eng

OL 30