Investigations into rail corrugation within metro systems have traditionally focused on specific mechanisms,thereby limiting the generalizability of proposed theories.Understanding the commonalities in rail corrugatio...Investigations into rail corrugation within metro systems have traditionally focused on specific mechanisms,thereby limiting the generalizability of proposed theories.Understanding the commonalities in rail corrugation across diverse metro lines remains pivotal for elucidating its underlying mechanisms.The present study conducted extensive field surveys and tracking tests across 14 Chinese metro lines.By employing t-distributed stochastic neighbor embedding(t-SNE)for dimensional reduction and employing the unsupervised clustering algorithm DBSCAN,the research redefines the classification of metro rail corrugation based on characteristic information.The analysis encompassed spatial distribution and temporal evolution of this phenomenon.Findings revealed that floating slab tracks exhibited the highest proportion of rail corrugation at 47%.Notably,ordinary monolithic bed tracks employing damping fasteners were more prone to inducing rail corrugation.Corrugation primarily manifested in curve sections with radii between 300 and 500 m,featuring ordinary monolithic bed track and steel-spring floating slab track structures,with wavelengths typically between 30 and 120 mm.Stick–slip vibrations of the wheel–rail system maybe led to short-wavelength corrugations(40–60 mm),while longer wavelengths(200–300 mm)exhibited distinct fatigue damage characteristics,mainly observed in steel-spring floating slab tracks and small-radius curve sections of ordinary monolithic bed tracks and ladder sleeper tracks.A classification system comprising 57 correlated features categorized metro rail corrugation into four distinct types.These research outcomes serve as critical benchmarks for validating various theories pertaining to rail corrugation formation.展开更多
Rail corrugation, as a prevalent type of rail damage in heavy railways, induces diseases in the track structure. In order to ensure the safe operation of trains, an improved whale optimization algorithm is proposed to...Rail corrugation, as a prevalent type of rail damage in heavy railways, induces diseases in the track structure. In order to ensure the safe operation of trains, an improved whale optimization algorithm is proposed to optimize the rail corrugation evolution trend prediction model of the least squares support vector machine (IPCA-ELWOA-LSSVM). The elite reverse learning combined with the Lévy flight strategy is introduced to improve the whale optimization algorithm. The improved WOA (ELWOA) algorithm is used to continuously optimize the kernel parameter σ and the normalization parameter γ in the LSSVM model. Finally, the improved prediction model is validated using data from a domestic heavy-duty railway experimental line database and compared with the prediction model before optimization and the other commonly used models. The experimental results show that the ELWOA-LSSVM prediction model has the highest accuracy, which proves that the proposed method has high accuracy in predicting the rail corrugation evolution trend.展开更多
Purpose-Rail corrugation is still one of the unsolved challenges in the railway industry,and the abnormal vibration and high-frequency noise caused by it constitute serious adverse effects on the operating environment...Purpose-Rail corrugation is still one of the unsolved challenges in the railway industry,and the abnormal vibration and high-frequency noise caused by it constitute serious adverse effects on the operating environment.How to control corrugation has been an important research theme,and understanding corrugation evolution features is the necessary prerequisite.This study aims to investigate the specific evolution characteristics of corrugation from the contact stick-slip perspective.Design/methodology/approach-The formation and development processes of corrugation are analyzed by using a self-designed scale-down test device.Specifically,the contact stick-slip characteristics under different creepage conditions are analyzed and the formation mechanism of corrugation is summarized.On the basis of corrugation formation,the trend of corrugation development is further emphasized to completely describe the whole process of corrugation evolution.Findings-The results show that,under the determined vertical load condition,the contact interface appears the creep force-creepage negative slope phenomenon in the transverse direction.The cause of short-pitch corrugation on the rail wheel surface under the smaller angles of attack may be related to the inherent vibration frequency of the test device,and the cause of corrugation on the rail wheel surface under the larger angles of attack is mainly related to the stick-slip vibration induced by contact creep saturation.Originality/value-This research explores the evolution characteristics of corrugation by adopting a selfdesigned scale-down test device,and elucidates the mechanism of corrugation in detail.展开更多
Short pitch corrugation has been a problem for railways worldwide over one century.In this paper,a parametric investigation of fastenings is conducted to understand the corrugation formation mechanism and gain insight...Short pitch corrugation has been a problem for railways worldwide over one century.In this paper,a parametric investigation of fastenings is conducted to understand the corrugation formation mechanism and gain insights into corrugation mitigation.A three-dimensional finite element vehicle-track dynamic interaction model is employed,which considers the coupling between the structural dynamics and the contact mechanics,while the damage mechanism is assumed to be differential wear.Various fastening models with different configurations,boundary conditions,and parameters of stiffness and damping are built up and analysed.These models may represent different service stages of fastenings in the field.Besides,the effect of train speeds on corrugation features is studied.The results indicate:(1)Fastening parameters and modelling play an important role in corrugation formation.(2)The fastening longitudinal constraint to the rail is the major factor that determines the corrugation formation.The fastening vertical and lateral constraints influence corrugation features in terms of spatial distribution and wavelength components.(3)The strengthening of fastening constraints in the longitudinal dimension helps to mitigate corrugation.Meanwhile,the inner fastening constraint in the lateral direction is necessary for corrugation alleviation.(4)The increase in fastening longitudinal stiffness and damping can reduce the vibration amplitudes of longitudinal compression modes and thus reduce the track corrugation propensity.The simulation in this work can well explain the field corrugation in terms of the occurrence possibility and major wavelength components.It can also explain the field data with respect to the small variation between the corrugation wavelength and train speed,which is caused by frequency selection and jump between rail longitudinal compression modes.展开更多
The mechanism of rail corrugation remains unclear,and the research methods require improvement.The vibration characteristics represent the system's external manifestations,but a comprehensive analysis is still lac...The mechanism of rail corrugation remains unclear,and the research methods require improvement.The vibration characteristics represent the system's external manifestations,but a comprehensive analysis is still lacking.Taking the vibration characteristics of the wheel-rail system as a starting point,this study investigates the formation mechanisms of rail corrugation on measured metro lines.The line sections included both steel spring floating slab tracks and long sleeper embedded tracks.First,the wavelength and frequency attributes of rail corrugation were obtained through field measurements.Then,referencing line conditions,three-dimensional finite element numerical models were established,frequency response calculations were performed,and the relationship between the vibration responses of the wheel-rail system and rail corrugation was analyzed.Finally,a parameter sensitivity analysis of the wheel-rail system was conducted to control the further development of rail corrugation.The results show distinct corrugation phenomena on both inner and outer rails in the measured sections.The characteristic wavelengths of inner and outer rail corrugation on the steel spring floating slab track are 34 mm and 59 mm,respectively,and the characteristic wavelengths of inner and outer rail corrugation on the long sleeper embedded track are 46 mm and 47 mm,respectively.The frequency response analysis indicates that the numerical results exhibit eigenfrequencies close to the passing frequencies of the measured corrugations.The formation mechanism of inner rail corrugation on the steel spring floating slab track is attributed to the third-order bending vibration of the wheelset,which leads to the generation of inner rail corrugation.In contrast,the formation mechanism of outer rail corrugation is attributed to the lateral bending vibration of the outer rail.For the long sleeper embedded track,inner rail corrugation is generated by the lateral bending vibration of the inner rail,while outer rail corrugation results from the lateral bending vibration of the outer rail.Appropriate adjustments to the fastener's vertical and lateral stiffness,as well as the steel spring's vertical and lateral stiffness,can shift the rail corrugation eigenfrequencies,thereby inhibiting the development of corrugation with the original wavelength.Changes in other parameters have no effect on the rail corrugation eigenfrequencies and only influence the development speed of corrugation with the original wavelength.This research effectively elucidates the cause of rail corrugation from the system vibration perspective and provides a valuable complement to the corrugation analysis method.展开更多
The current research of rail corrugation mainly focuses on the mechanisms of its formation and development. Compared with the root causes and development mechanisms, the wheel-rail impacts, the fatigue failure of vehi...The current research of rail corrugation mainly focuses on the mechanisms of its formation and development. Compared with the root causes and development mechanisms, the wheel-rail impacts, the fatigue failure of vehicle-track parts, and the loss of ride comfort due to rail corrugation should also be taken into account. However, the influences of rail corrugation on vehicle and track vibration, and failure of vehicle and track structural parts are barely discussed in the literature. This paper presents an experimental and numerical investigation of the structural vibration of metro bogies caused by rail corrugation. Extensive experiments are conducted to investigate the effects of short-pitch rail corrugation on the vibration accelerations of metro bogies. A dynamic model of a metro vehicle coupled with a concrete track is established to study the influence of rail corrugation on the structural vibration of metro bogies. The field test results indicate that the short-pitch rail corrugation generates strong vibrations on the axle-boxes and the bogie frames, therefore, accelerates the fatigue failure of the bogie components. The numerical results show that short-pitch rail corrugation may largely reduce the fatigue life of the coil spring, and improving the damping value of the primary vertical dampers is likely to reduce the strong vibration induced by short-pitch rail corrugation. This research systematically studies the effect of rail corrugation on the vibration of metro bogies and proposes some remedies for mitigating strong vibrations of metro bogies and reducing the incidence of failure in primary coil springs, which would be helpful in developing new metro bogies and track maintenance procedures.展开更多
The effect of rail corrugation on the vertical dynamics of railway vehicle coupled with a curved track is investigated in detail with a numerical method when a wheelset is steadily curving. In the calculation of rail ...The effect of rail corrugation on the vertical dynamics of railway vehicle coupled with a curved track is investigated in detail with a numerical method when a wheelset is steadily curving. In the calculation of rail corrugation we consider the combination of Kalkers rolling contact theory modified, a model of material loss on rail running surface, and a dynamics model of railway vehicle coupled with a curved track. In the establishment of the dynamic model, for simplicity, one fourth of the freight car without lateral motions, namely a wheelset and the equivalent one fourth freight car body above it, is considered. The Euler beam is used to model the rails and the track structure under the rails is replaced with equivalent springs, dampers and mass bodies. The numerical results show the great influence of the rail corrugation on the vibration of the parts of the vehicle and the track, and the some characters of rail corrugation in development.展开更多
We have examined the aerodynamic effects of corrugation in model wings that closely mimic the wing movements of a forward flight bumblebee using the method of computational fluid dynamics. Various corrugated wing mode...We have examined the aerodynamic effects of corrugation in model wings that closely mimic the wing movements of a forward flight bumblebee using the method of computational fluid dynamics. Various corrugated wing models were tested （care was taken to ensure that the corrugation introduced zero camber）. Advance ratio ranging from 0 to 0.57 was considered. The results shown that at all flight speeds considered, the time courses of aerodynamic force of the corrugated wing are very close to those of the flat-plate wing. The cornlgation decreases aerodynamic force slightly. The changes in the mean location of center of pressure in the spanwise and chordwise directions resulting from the corrugation are no more than 3% of the wing chord length. The possible reason for the small aerodynamic effects of wing corrugation is that the wing operates at a large angle of attack and the flow is separated： the large angle of incidence dominates the corrugation in determining the flow around the wing, and for separated flow, the flow is much less sensitive to wing shape variation.展开更多
The effects of corrugation and wing planform （shape and aspect ratio） on the aerodynamic force production of model insect wings in sweeping （rotating after an initial start） motion at Reynolds number 200 and 3500 ...The effects of corrugation and wing planform （shape and aspect ratio） on the aerodynamic force production of model insect wings in sweeping （rotating after an initial start） motion at Reynolds number 200 and 3500 at angle of attack 40℃ are investigated, using the method of computational fluid dynamics. A representative wing corrugation is considered. Wing-shape and aspect ratio （AR） of ten representative insect wings are considered; they are the wings of fruit fly, cranefly, dronefly, hoverfly, ladybird, bumblebee, honeybee, lacewing （forewing）, hawkmoth and dragon- fly （forewing）, respectively （AR of these wings varies greatly, from 2.84 to 5.45）. The following facts are shown. （1） The corrugated and flat-plate wings produce approximately the same aerodynamic forces. This is because for a sweeping wing at large angle of attack, the length scale of the corrugation is much smaller than the size of the separated flow region or the size of the leading edge vortex （LEV）. （2） The variation in wing shape can have considerable effects on the aerodynamic force; but it has only minor effects on the force coefficients when the velocity at r2 （the radius of the second ：moment of wing area） is used as the reference velocity; i.e. the force coefficients are almost unaffected by the variation in wing shape. （3） The effects of AR are remarkably small： whenAR increases from 2.8 to 5.5, the force coefficients vary only slightly; flowfield results show that when AR is relatively large, the part of the LEV on the outer part of the wings sheds during the sweeping motion. As AR is increased, on one hand, the force coefficients will be increased due to the reduction of 3-dimensional flow effects; on the other hand, they will be decreased due to the shedding of part of the LEV; these two effects approximately cancel each other, resulting in only minor change of the force coefficients.展开更多
The effect of discrete support of rail on the formation and evolution of railcorrugation is primarily investigated with numerical method in the situation of wheelset curvingsteadily and repeatedly. In the numerical an...The effect of discrete support of rail on the formation and evolution of railcorrugation is primarily investigated with numerical method in the situation of wheelset curvingsteadily and repeatedly. In the numerical analysis of corrugation it is considered that acombination of Kalker's rolling contact theory with non-Hertzian to be modified, a linear frictionalwork model and a vertical dynamics model of railway vehicle coupled with a curved track. And theuneven support stiffness of rail in the vertical direction due to discrete sleeper support and thedifferent running speed of the wheelset are taken into consideration. The damage on the runningsurface of rail, concerning rail corrugation formation, is restricted to wear mechanism of railmaterial. The numerical results obtained indicate that the discrete supports of rail by sleepershave a great influence on the formation of the corrugation under the condition of non-zero andstable creepages of wheelset and track.展开更多
The initiation and evolution of short-pitch corrugation in Beijing metro line 4 was studied from the viewpoint of wheelset vibration.A three-dimensional elastic model was set up.Numerical simulations were undertaken w...The initiation and evolution of short-pitch corrugation in Beijing metro line 4 was studied from the viewpoint of wheelset vibration.A three-dimensional elastic model was set up.Numerical simulations were undertaken with this model to analyze the corrugation by the wheelset vertical vibration and torsional vibration.Based on numerical results,the relation between rail corrugation and wheelset vibration,and the relation between the position of electromotor and wheelset vibration were indicated.It is found that avoiding the wheelset-rail resonance is one method of controlling the rail short-pitch corrugation and solving the vibration and noise problem in metro lines.展开更多
The cause and treatment of rail corrugation for the metro have always been a popular and challenging issue. In this work, the field measurements were carried out on rail corrugation, track stiffness, and the track dyn...The cause and treatment of rail corrugation for the metro have always been a popular and challenging issue. In this work, the field measurements were carried out on rail corrugation, track stiffness, and the track dynamic response. A three-dimensional finite element model was developed to investigate the cause of rail corrugation. The constraints on rail vibration from two wheelsets and adjacent wheel-rail interactions were taken into account in the model. According to experimental and simulation results, the suppression measure for rail corrugation was proposed and the suppression mechanism was discussed. It was found that the cause of rail corrugation is related to vertical and lateral vibration of the rails outside the two wheelsets at around 380 Hz. The increased stiffness of the fasteners reduces the vibration energy of the rail and the wheel-rail force. However, simply increasing the stiffness of the fasteners may not be effective in the suppression of rail corrugation. If necessary, the rails need to be grinded to reduce the roughness to a certain level, so that increasing the fastener stiffness can effectively suppress the rail corrugation.展开更多
By using the simplified Reissner's equation of axisymmetric shells of revolution, the nonlinear bending of a corrugated annular plate with a large boundary corrugation and a nondeformable rigid body at the cente...By using the simplified Reissner's equation of axisymmetric shells of revolution, the nonlinear bending of a corrugated annular plate with a large boundary corrugation and a nondeformable rigid body at the center under compound load are investigated. The nonlinear boundary value problem of the corrugated diaphragm reduces to the nonlinear integral equations by applying the method of Green's function. To solve the integral equations, a so_called interpolated parameter important to prevent divergence is introduced into the iterative format. Computation shows that when loads are small, any value of interpolated parameter can assure the convergence of iteration. Interpolated parameter equal or almost equal to 1 yields a faster convergence rate; when loads are large, interpolated parameter cannot be taken too large in order to assure convergence. The characteristic curves of the corrugated diaphragm for different load combinations are given. The obtained characteristic curves are available for reference to design. It can be concluded that the deflection is larger when the diaphragm is acted by both uniform load and concentrated load than when it is acted only by uniform load. The solution method can be applied to corrugated shells of arbitrary diametral sections.展开更多
A finite element vibration model of a multiple wheel-rail system which consists of four wheels, one rail, and a series of sleepers is established to address the problem of rail corrugation in high-speed tracks. In the...A finite element vibration model of a multiple wheel-rail system which consists of four wheels, one rail, and a series of sleepers is established to address the problem of rail corrugation in high-speed tracks. In the model, the creep forces between the wheels and rail are considered to be saturated and equal to the normal contact forces times the friction coefficient. The oscillation of the rail is coupled with that of wheels in the action of the saturated creep forces. When the coupling is strong, self- excited oscillation of the wheel-rail system occurs. The self-excited vibration propensity of the model is analyzed using the complex eigenvalue method. Results show that there are strong propensities of unstable self-excited vibrations whose frequencies are less than 1,200 Hz under some conditions. Preventing wheels from slipping on rails is an effective method for suppressing rail corrugation in high-speed tracks.展开更多
The microstructure and mechanical properties of aluminium alloy (AA 5083) processed through Repetitive Corrugation and Straightening (RCS) was studied. The RCS process consists of corrugating a flat specimen with a pa...The microstructure and mechanical properties of aluminium alloy (AA 5083) processed through Repetitive Corrugation and Straightening (RCS) was studied. The RCS process consists of corrugating a flat specimen with a pair of systematically grooved dies and straightening was done with two parallel flat dies. The aluminium samples were subjected to RCS process using two different die: Die I-semi grooved die with breath = height = 5 mm and θ = 30。 and Die II-semicircular profile with radius = 10 mm. The specimens were subjected to maximum 8 passes for die I but the other one went upto 14 pass. The grain refinement was studied from the microstructure examination using TEM. The mechanical properties such as tensile strength, hardness and the grain size were compared. The tensile strength and hardness were found increasing with respect to the number of passes. The tensile strength increased 25% in the sixth pass when compared to the parent material. But the strength and hardness values were reduced at 8th pass due to the surface cracks. The TEM studies showed that the Die-I is superior to Die-II in terms of grain refinement.展开更多
Based on finite volume method, the pressure drop and heat transfer characteristics of one smooth tube and ten different axisymmetric corrugated tubes, including two with uniform corrugation and eight with non-uniform ...Based on finite volume method, the pressure drop and heat transfer characteristics of one smooth tube and ten different axisymmetric corrugated tubes, including two with uniform corrugation and eight with non-uniform corrugation, have been studied. A physical model of the corrugated tube was built, then the numerical simulation of the model was carried out and the numerical simulation results were compared with the empirical formula.The results show that: the friction factor decreases with the increase of Reynolds number ranging from 6000 to 57000, the value of which in the corrugated tubes with non-uniform corrugation(tube 03–10) are smaller than those with uniform corrugation(tube 01–02). The geometry parameters of tube(01) have advantages on the heat transfer enhancement in low Reynolds number flow region(from 6000 to 13000) and tube(07–08)have advantages on the heat transfer enhancement in high Reynolds number flow region(from 13000 to 57000). The vortex, existed in each area between two adjacent corrugations called second flow region, is the root of the enhancement on heat transfer in the corrugated tubes. The effectiveness factor decreases with the increasing of Reynolds number and the performances of the corrugated tubes with pitch of 12.5 mm have advantages than these of 10 mm under the same corrugation geometric parameter.展开更多
The influence of processing temperature on grain size reduction in AA 6063 aluminum alloy subjected to repetitive corrugation and straightening (RCS) is investigated in this work. The aluminum alloy was processed by R...The influence of processing temperature on grain size reduction in AA 6063 aluminum alloy subjected to repetitive corrugation and straightening (RCS) is investigated in this work. The aluminum alloy was processed by RCS at different temperatures (room temperature, 100 ℃, 200 ℃ and 300 ℃) till the maximum number of passes possible before failure and the mechanical properties such as tensile strength and hardness were measured. The grain size and their misorientation of grains of the processed samples were analyzed using the electron backscattered diffraction. The results indicated that the transformation of low-angle grain boundaries to high-angle grain boundaries and dislocation tangles were highly dependent on the strain imparted, which could be controlled by selecting the proper processing temperature. As a result, the mechanical properties are affected. In particular, the room temperature tensile strength and hardness values of the processed material decrease with increasing processing temperature.展开更多
This paper studies low frequency decay in a rectangular room with the walls replaced by a variety of scattering surfaces. The study is carried out using a numerical approach. The finite-element method is used to model...This paper studies low frequency decay in a rectangular room with the walls replaced by a variety of scattering surfaces. The study is carried out using a numerical approach. The finite-element method is used to model the problem. The results show that certain types of scattering materials have more positive effects on the decay than others. Therefore it is possible to obtain desirable decay for a room by choosing suitable wall corrugations.展开更多
We carried out experimental investigations of the geometric effect on the electronic behavior in Pb_(1-x)Bi_(x) thin films by scanning tunneling microscopy and spectroscopy.Single crystal monolayer Pb_(0.74)Bi_(0.26) ...We carried out experimental investigations of the geometric effect on the electronic behavior in Pb_(1-x)Bi_(x) thin films by scanning tunneling microscopy and spectroscopy.Single crystal monolayer Pb_(0.74)Bi_(0.26) and two-monolayer Pb_(0.75)Bi_(0.25)Pb_(1-x)Bi_(x) thin films were fabricated by molecular beam epitaxy,where large surface corrugations were observed.Combined with tunneling spectroscopic measurements,it is found that atomic corrugations can widely change the electronic behaviors.These findings show that the Pb_(1-x)Bi_(x) system can be a promising platform to further explore geometry-decorated electronic behavior in two-dimensional metallic thin films.展开更多
A quantum dynamic calculation on a five-dimensional O2/LiF （001） model system is performed using themulti-configuration time-dependent Hartree method.The obtained results show that the mechanism of rotational anddif...A quantum dynamic calculation on a five-dimensional O2/LiF （001） model system is performed using themulti-configuration time-dependent Hartree method.The obtained results show that the mechanism of rotational anddiffractive excitation in details: Comparison with the rotational excited state, the initially non-rotational state is seento favor the inelastic scattering in the rotational excitation process.The surface corrugation can damp the quantuminterferences and produce a greater amount of rotational inelastic scattering at the expense of the elastic process inthe rotational excitation process.The diffraction process and the average energy transferred into the rotational anddiffractive mode are also discussed.展开更多
基金support extended by the Joint Funds of Beijing Municipal Natural Science Foundation and Fengtai Rail Transit Frontier Research(Grant No.L211006)the Fundamental Research Funds for the Central Universities(Science and technology leading talent team project,Grant No.2022JBXT010)+1 种基金the Fundamental Research Funds for the Central Universities(Grant No.2023YJS052)the National Natural Science Foundation of China(Grant No.52308426)。
文摘Investigations into rail corrugation within metro systems have traditionally focused on specific mechanisms,thereby limiting the generalizability of proposed theories.Understanding the commonalities in rail corrugation across diverse metro lines remains pivotal for elucidating its underlying mechanisms.The present study conducted extensive field surveys and tracking tests across 14 Chinese metro lines.By employing t-distributed stochastic neighbor embedding(t-SNE)for dimensional reduction and employing the unsupervised clustering algorithm DBSCAN,the research redefines the classification of metro rail corrugation based on characteristic information.The analysis encompassed spatial distribution and temporal evolution of this phenomenon.Findings revealed that floating slab tracks exhibited the highest proportion of rail corrugation at 47%.Notably,ordinary monolithic bed tracks employing damping fasteners were more prone to inducing rail corrugation.Corrugation primarily manifested in curve sections with radii between 300 and 500 m,featuring ordinary monolithic bed track and steel-spring floating slab track structures,with wavelengths typically between 30 and 120 mm.Stick–slip vibrations of the wheel–rail system maybe led to short-wavelength corrugations(40–60 mm),while longer wavelengths(200–300 mm)exhibited distinct fatigue damage characteristics,mainly observed in steel-spring floating slab tracks and small-radius curve sections of ordinary monolithic bed tracks and ladder sleeper tracks.A classification system comprising 57 correlated features categorized metro rail corrugation into four distinct types.These research outcomes serve as critical benchmarks for validating various theories pertaining to rail corrugation formation.
文摘Rail corrugation, as a prevalent type of rail damage in heavy railways, induces diseases in the track structure. In order to ensure the safe operation of trains, an improved whale optimization algorithm is proposed to optimize the rail corrugation evolution trend prediction model of the least squares support vector machine (IPCA-ELWOA-LSSVM). The elite reverse learning combined with the Lévy flight strategy is introduced to improve the whale optimization algorithm. The improved WOA (ELWOA) algorithm is used to continuously optimize the kernel parameter σ and the normalization parameter γ in the LSSVM model. Finally, the improved prediction model is validated using data from a domestic heavy-duty railway experimental line database and compared with the prediction model before optimization and the other commonly used models. The experimental results show that the ELWOA-LSSVM prediction model has the highest accuracy, which proves that the proposed method has high accuracy in predicting the rail corrugation evolution trend.
基金funded by the Science and Technology Research Project of Universities in Hebei Province(No.QN2025314)Youth Specialization Fund for State Key Laboratory(No.50110010766)Shanghai Key Laboratory of Rail Infrastructure Durability and System Safety(No.R202405).
文摘Purpose-Rail corrugation is still one of the unsolved challenges in the railway industry,and the abnormal vibration and high-frequency noise caused by it constitute serious adverse effects on the operating environment.How to control corrugation has been an important research theme,and understanding corrugation evolution features is the necessary prerequisite.This study aims to investigate the specific evolution characteristics of corrugation from the contact stick-slip perspective.Design/methodology/approach-The formation and development processes of corrugation are analyzed by using a self-designed scale-down test device.Specifically,the contact stick-slip characteristics under different creepage conditions are analyzed and the formation mechanism of corrugation is summarized.On the basis of corrugation formation,the trend of corrugation development is further emphasized to completely describe the whole process of corrugation evolution.Findings-The results show that,under the determined vertical load condition,the contact interface appears the creep force-creepage negative slope phenomenon in the transverse direction.The cause of short-pitch corrugation on the rail wheel surface under the smaller angles of attack may be related to the inherent vibration frequency of the test device,and the cause of corrugation on the rail wheel surface under the larger angles of attack is mainly related to the stick-slip vibration induced by contact creep saturation.Originality/value-This research explores the evolution characteristics of corrugation by adopting a selfdesigned scale-down test device,and elucidates the mechanism of corrugation in detail.
文摘Short pitch corrugation has been a problem for railways worldwide over one century.In this paper,a parametric investigation of fastenings is conducted to understand the corrugation formation mechanism and gain insights into corrugation mitigation.A three-dimensional finite element vehicle-track dynamic interaction model is employed,which considers the coupling between the structural dynamics and the contact mechanics,while the damage mechanism is assumed to be differential wear.Various fastening models with different configurations,boundary conditions,and parameters of stiffness and damping are built up and analysed.These models may represent different service stages of fastenings in the field.Besides,the effect of train speeds on corrugation features is studied.The results indicate:(1)Fastening parameters and modelling play an important role in corrugation formation.(2)The fastening longitudinal constraint to the rail is the major factor that determines the corrugation formation.The fastening vertical and lateral constraints influence corrugation features in terms of spatial distribution and wavelength components.(3)The strengthening of fastening constraints in the longitudinal dimension helps to mitigate corrugation.Meanwhile,the inner fastening constraint in the lateral direction is necessary for corrugation alleviation.(4)The increase in fastening longitudinal stiffness and damping can reduce the vibration amplitudes of longitudinal compression modes and thus reduce the track corrugation propensity.The simulation in this work can well explain the field corrugation in terms of the occurrence possibility and major wavelength components.It can also explain the field data with respect to the small variation between the corrugation wavelength and train speed,which is caused by frequency selection and jump between rail longitudinal compression modes.
基金Supported by National Natural Science Foundation of China(Grant No.11772230)。
文摘The mechanism of rail corrugation remains unclear,and the research methods require improvement.The vibration characteristics represent the system's external manifestations,but a comprehensive analysis is still lacking.Taking the vibration characteristics of the wheel-rail system as a starting point,this study investigates the formation mechanisms of rail corrugation on measured metro lines.The line sections included both steel spring floating slab tracks and long sleeper embedded tracks.First,the wavelength and frequency attributes of rail corrugation were obtained through field measurements.Then,referencing line conditions,three-dimensional finite element numerical models were established,frequency response calculations were performed,and the relationship between the vibration responses of the wheel-rail system and rail corrugation was analyzed.Finally,a parameter sensitivity analysis of the wheel-rail system was conducted to control the further development of rail corrugation.The results show distinct corrugation phenomena on both inner and outer rails in the measured sections.The characteristic wavelengths of inner and outer rail corrugation on the steel spring floating slab track are 34 mm and 59 mm,respectively,and the characteristic wavelengths of inner and outer rail corrugation on the long sleeper embedded track are 46 mm and 47 mm,respectively.The frequency response analysis indicates that the numerical results exhibit eigenfrequencies close to the passing frequencies of the measured corrugations.The formation mechanism of inner rail corrugation on the steel spring floating slab track is attributed to the third-order bending vibration of the wheelset,which leads to the generation of inner rail corrugation.In contrast,the formation mechanism of outer rail corrugation is attributed to the lateral bending vibration of the outer rail.For the long sleeper embedded track,inner rail corrugation is generated by the lateral bending vibration of the inner rail,while outer rail corrugation results from the lateral bending vibration of the outer rail.Appropriate adjustments to the fastener's vertical and lateral stiffness,as well as the steel spring's vertical and lateral stiffness,can shift the rail corrugation eigenfrequencies,thereby inhibiting the development of corrugation with the original wavelength.Changes in other parameters have no effect on the rail corrugation eigenfrequencies and only influence the development speed of corrugation with the original wavelength.This research effectively elucidates the cause of rail corrugation from the system vibration perspective and provides a valuable complement to the corrugation analysis method.
基金Supported by National Natural Science Foundation of China(Grant Nos.U1361117,51305360)PhD Programs Foundation of Ministry of Education of China(Grant No.20130184110005)+1 种基金Cultivation Program for the Excellent Doctoral Dissertation of Southwest Jiaotong UniversityGuangzhou Metro Corporation Program of China
文摘The current research of rail corrugation mainly focuses on the mechanisms of its formation and development. Compared with the root causes and development mechanisms, the wheel-rail impacts, the fatigue failure of vehicle-track parts, and the loss of ride comfort due to rail corrugation should also be taken into account. However, the influences of rail corrugation on vehicle and track vibration, and failure of vehicle and track structural parts are barely discussed in the literature. This paper presents an experimental and numerical investigation of the structural vibration of metro bogies caused by rail corrugation. Extensive experiments are conducted to investigate the effects of short-pitch rail corrugation on the vibration accelerations of metro bogies. A dynamic model of a metro vehicle coupled with a concrete track is established to study the influence of rail corrugation on the structural vibration of metro bogies. The field test results indicate that the short-pitch rail corrugation generates strong vibrations on the axle-boxes and the bogie frames, therefore, accelerates the fatigue failure of the bogie components. The numerical results show that short-pitch rail corrugation may largely reduce the fatigue life of the coil spring, and improving the damping value of the primary vertical dampers is likely to reduce the strong vibration induced by short-pitch rail corrugation. This research systematically studies the effect of rail corrugation on the vibration of metro bogies and proposes some remedies for mitigating strong vibrations of metro bogies and reducing the incidence of failure in primary coil springs, which would be helpful in developing new metro bogies and track maintenance procedures.
基金The project supported by the National Natural Science Foundation of China(59935100)the Foundation of Ph.D Student Education of China(20020613001)the Foundation of the Author of National Excellent Doctoral Dissertation of China(2000048,2002048)
文摘The effect of rail corrugation on the vertical dynamics of railway vehicle coupled with a curved track is investigated in detail with a numerical method when a wheelset is steadily curving. In the calculation of rail corrugation we consider the combination of Kalkers rolling contact theory modified, a model of material loss on rail running surface, and a dynamics model of railway vehicle coupled with a curved track. In the establishment of the dynamic model, for simplicity, one fourth of the freight car without lateral motions, namely a wheelset and the equivalent one fourth freight car body above it, is considered. The Euler beam is used to model the rails and the track structure under the rails is replaced with equivalent springs, dampers and mass bodies. The numerical results show the great influence of the rail corrugation on the vibration of the parts of the vehicle and the track, and the some characters of rail corrugation in development.
基金Acknowledgement This research was supported by the National Natural Science Foundation of China （Grant No. 10732030） and the 111 Project （B07009）.
文摘We have examined the aerodynamic effects of corrugation in model wings that closely mimic the wing movements of a forward flight bumblebee using the method of computational fluid dynamics. Various corrugated wing models were tested （care was taken to ensure that the corrugation introduced zero camber）. Advance ratio ranging from 0 to 0.57 was considered. The results shown that at all flight speeds considered, the time courses of aerodynamic force of the corrugated wing are very close to those of the flat-plate wing. The cornlgation decreases aerodynamic force slightly. The changes in the mean location of center of pressure in the spanwise and chordwise directions resulting from the corrugation are no more than 3% of the wing chord length. The possible reason for the small aerodynamic effects of wing corrugation is that the wing operates at a large angle of attack and the flow is separated： the large angle of incidence dominates the corrugation in determining the flow around the wing, and for separated flow, the flow is much less sensitive to wing shape variation.
基金The project supported by the National Natural Science Foundation of China(10232010 and 10472008)Ph.D.Student Foundation of Chinese Ministry of Education(20030006022)
文摘The effects of corrugation and wing planform （shape and aspect ratio） on the aerodynamic force production of model insect wings in sweeping （rotating after an initial start） motion at Reynolds number 200 and 3500 at angle of attack 40℃ are investigated, using the method of computational fluid dynamics. A representative wing corrugation is considered. Wing-shape and aspect ratio （AR） of ten representative insect wings are considered; they are the wings of fruit fly, cranefly, dronefly, hoverfly, ladybird, bumblebee, honeybee, lacewing （forewing）, hawkmoth and dragon- fly （forewing）, respectively （AR of these wings varies greatly, from 2.84 to 5.45）. The following facts are shown. （1） The corrugated and flat-plate wings produce approximately the same aerodynamic forces. This is because for a sweeping wing at large angle of attack, the length scale of the corrugation is much smaller than the size of the separated flow region or the size of the leading edge vortex （LEV）. （2） The variation in wing shape can have considerable effects on the aerodynamic force; but it has only minor effects on the force coefficients when the velocity at r2 （the radius of the second ：moment of wing area） is used as the reference velocity; i.e. the force coefficients are almost unaffected by the variation in wing shape. （3） The effects of AR are remarkably small： whenAR increases from 2.8 to 5.5, the force coefficients vary only slightly; flowfield results show that when AR is relatively large, the part of the LEV on the outer part of the wings sheds during the sweeping motion. As AR is increased, on one hand, the force coefficients will be increased due to the reduction of 3-dimensional flow effects; on the other hand, they will be decreased due to the shedding of part of the LEV; these two effects approximately cancel each other, resulting in only minor change of the force coefficients.
基金This project is supported by National Natural Science Foundation of China (No.599355100) Foundation of PhD Student Education Ministry of China (No.20020613001) Foundation for the Author of National Excellant Doctoral Dissertation of China (FANEDD) (No.200048, No.200248).
文摘The effect of discrete support of rail on the formation and evolution of railcorrugation is primarily investigated with numerical method in the situation of wheelset curvingsteadily and repeatedly. In the numerical analysis of corrugation it is considered that acombination of Kalker's rolling contact theory with non-Hertzian to be modified, a linear frictionalwork model and a vertical dynamics model of railway vehicle coupled with a curved track. And theuneven support stiffness of rail in the vertical direction due to discrete sleeper support and thedifferent running speed of the wheelset are taken into consideration. The damage on the runningsurface of rail, concerning rail corrugation formation, is restricted to wear mechanism of railmaterial. The numerical results obtained indicate that the discrete supports of rail by sleepershave a great influence on the formation of the corrugation under the condition of non-zero andstable creepages of wheelset and track.
基金Project(C11H00021) supported by Beijing Municipal Science & Technology Commission of ChinaProject(KCJB11063536) supported by Beijing Jiaotong University,China
文摘The initiation and evolution of short-pitch corrugation in Beijing metro line 4 was studied from the viewpoint of wheelset vibration.A three-dimensional elastic model was set up.Numerical simulations were undertaken with this model to analyze the corrugation by the wheelset vertical vibration and torsional vibration.Based on numerical results,the relation between rail corrugation and wheelset vibration,and the relation between the position of electromotor and wheelset vibration were indicated.It is found that avoiding the wheelset-rail resonance is one method of controlling the rail short-pitch corrugation and solving the vibration and noise problem in metro lines.
基金Project(52178405) supported by the National Natural Science Foundation of ChinaProject(Z191100002519010) supported by the Project of Beijing Municipal Science&Technology Plan,ChinaProjects(2018JBZ003, 2020JBZD013) supported by the Fundamental Research Funds for the Central Universities,China。
文摘The cause and treatment of rail corrugation for the metro have always been a popular and challenging issue. In this work, the field measurements were carried out on rail corrugation, track stiffness, and the track dynamic response. A three-dimensional finite element model was developed to investigate the cause of rail corrugation. The constraints on rail vibration from two wheelsets and adjacent wheel-rail interactions were taken into account in the model. According to experimental and simulation results, the suppression measure for rail corrugation was proposed and the suppression mechanism was discussed. It was found that the cause of rail corrugation is related to vertical and lateral vibration of the rails outside the two wheelsets at around 380 Hz. The increased stiffness of the fasteners reduces the vibration energy of the rail and the wheel-rail force. However, simply increasing the stiffness of the fasteners may not be effective in the suppression of rail corrugation. If necessary, the rails need to be grinded to reduce the roughness to a certain level, so that increasing the fastener stiffness can effectively suppress the rail corrugation.
文摘By using the simplified Reissner's equation of axisymmetric shells of revolution, the nonlinear bending of a corrugated annular plate with a large boundary corrugation and a nondeformable rigid body at the center under compound load are investigated. The nonlinear boundary value problem of the corrugated diaphragm reduces to the nonlinear integral equations by applying the method of Green's function. To solve the integral equations, a so_called interpolated parameter important to prevent divergence is introduced into the iterative format. Computation shows that when loads are small, any value of interpolated parameter can assure the convergence of iteration. Interpolated parameter equal or almost equal to 1 yields a faster convergence rate; when loads are large, interpolated parameter cannot be taken too large in order to assure convergence. The characteristic curves of the corrugated diaphragm for different load combinations are given. The obtained characteristic curves are available for reference to design. It can be concluded that the deflection is larger when the diaphragm is acted by both uniform load and concentrated load than when it is acted only by uniform load. The solution method can be applied to corrugated shells of arbitrary diametral sections.
基金supported by the National Natural Science Foundation of China(No.51275429)
文摘A finite element vibration model of a multiple wheel-rail system which consists of four wheels, one rail, and a series of sleepers is established to address the problem of rail corrugation in high-speed tracks. In the model, the creep forces between the wheels and rail are considered to be saturated and equal to the normal contact forces times the friction coefficient. The oscillation of the rail is coupled with that of wheels in the action of the saturated creep forces. When the coupling is strong, self- excited oscillation of the wheel-rail system occurs. The self-excited vibration propensity of the model is analyzed using the complex eigenvalue method. Results show that there are strong propensities of unstable self-excited vibrations whose frequencies are less than 1,200 Hz under some conditions. Preventing wheels from slipping on rails is an effective method for suppressing rail corrugation in high-speed tracks.
文摘The microstructure and mechanical properties of aluminium alloy (AA 5083) processed through Repetitive Corrugation and Straightening (RCS) was studied. The RCS process consists of corrugating a flat specimen with a pair of systematically grooved dies and straightening was done with two parallel flat dies. The aluminium samples were subjected to RCS process using two different die: Die I-semi grooved die with breath = height = 5 mm and θ = 30。 and Die II-semicircular profile with radius = 10 mm. The specimens were subjected to maximum 8 passes for die I but the other one went upto 14 pass. The grain refinement was studied from the microstructure examination using TEM. The mechanical properties such as tensile strength, hardness and the grain size were compared. The tensile strength and hardness were found increasing with respect to the number of passes. The tensile strength increased 25% in the sixth pass when compared to the parent material. But the strength and hardness values were reduced at 8th pass due to the surface cracks. The TEM studies showed that the Die-I is superior to Die-II in terms of grain refinement.
文摘Based on finite volume method, the pressure drop and heat transfer characteristics of one smooth tube and ten different axisymmetric corrugated tubes, including two with uniform corrugation and eight with non-uniform corrugation, have been studied. A physical model of the corrugated tube was built, then the numerical simulation of the model was carried out and the numerical simulation results were compared with the empirical formula.The results show that: the friction factor decreases with the increase of Reynolds number ranging from 6000 to 57000, the value of which in the corrugated tubes with non-uniform corrugation(tube 03–10) are smaller than those with uniform corrugation(tube 01–02). The geometry parameters of tube(01) have advantages on the heat transfer enhancement in low Reynolds number flow region(from 6000 to 13000) and tube(07–08)have advantages on the heat transfer enhancement in high Reynolds number flow region(from 13000 to 57000). The vortex, existed in each area between two adjacent corrugations called second flow region, is the root of the enhancement on heat transfer in the corrugated tubes. The effectiveness factor decreases with the increasing of Reynolds number and the performances of the corrugated tubes with pitch of 12.5 mm have advantages than these of 10 mm under the same corrugation geometric parameter.
基金supported financially by the Department of Science and Technology, Government of India (No. SB/FTP/ETA-104/2012)
文摘The influence of processing temperature on grain size reduction in AA 6063 aluminum alloy subjected to repetitive corrugation and straightening (RCS) is investigated in this work. The aluminum alloy was processed by RCS at different temperatures (room temperature, 100 ℃, 200 ℃ and 300 ℃) till the maximum number of passes possible before failure and the mechanical properties such as tensile strength and hardness were measured. The grain size and their misorientation of grains of the processed samples were analyzed using the electron backscattered diffraction. The results indicated that the transformation of low-angle grain boundaries to high-angle grain boundaries and dislocation tangles were highly dependent on the strain imparted, which could be controlled by selecting the proper processing temperature. As a result, the mechanical properties are affected. In particular, the room temperature tensile strength and hardness values of the processed material decrease with increasing processing temperature.
文摘This paper studies low frequency decay in a rectangular room with the walls replaced by a variety of scattering surfaces. The study is carried out using a numerical approach. The finite-element method is used to model the problem. The results show that certain types of scattering materials have more positive effects on the decay than others. Therefore it is possible to obtain desirable decay for a room by choosing suitable wall corrugations.
基金Project supported by the National Key Basic Research Program of China(Grant No.2017YFA0205004)the National Natural Science Foundation of China(Grant Nos.92165201,11474261,and 11634011)+1 种基金the Fundamental Research Funds for the Central Universities(Grant No.WK3510000006)the Anhui Initiative Fund in Quantum Information Technologies(Grant No.AHY170000)。
文摘We carried out experimental investigations of the geometric effect on the electronic behavior in Pb_(1-x)Bi_(x) thin films by scanning tunneling microscopy and spectroscopy.Single crystal monolayer Pb_(0.74)Bi_(0.26) and two-monolayer Pb_(0.75)Bi_(0.25)Pb_(1-x)Bi_(x) thin films were fabricated by molecular beam epitaxy,where large surface corrugations were observed.Combined with tunneling spectroscopic measurements,it is found that atomic corrugations can widely change the electronic behaviors.These findings show that the Pb_(1-x)Bi_(x) system can be a promising platform to further explore geometry-decorated electronic behavior in two-dimensional metallic thin films.
基金Support by the National Natural Science Foundation of China under Grant No.10776022 the Specialized Research Fund for the Doctoral Program of Higher Education under Grant No.20090181110080
文摘A quantum dynamic calculation on a five-dimensional O2/LiF （001） model system is performed using themulti-configuration time-dependent Hartree method.The obtained results show that the mechanism of rotational anddiffractive excitation in details: Comparison with the rotational excited state, the initially non-rotational state is seento favor the inelastic scattering in the rotational excitation process.The surface corrugation can damp the quantuminterferences and produce a greater amount of rotational inelastic scattering at the expense of the elastic process inthe rotational excitation process.The diffraction process and the average energy transferred into the rotational anddiffractive mode are also discussed.
