Modelling of railway curve squeal including effects of wheel rotation

Railway vehicles negotiating tight curves may emit an intense high-pitch noise. The underlying mechanisms of this squeal noise are still a subject of research. Simulation models are complex since they have to consider the non-linear, transient and high-frequency interaction between wheel and rail. Often simplified models are used for wheel and rail to reduce computational effort, which involves the risk of oversimplifications. This paper focuses on the importance to include a rotating wheel instead of a stationary wheel in the simulation models. Two formulations for a rotating wheel are implemented in a previously published wheel/rail interaction model: a realistic model based on an Eulerian modal coordinate approach and a simplified model based on a rotating load and moving Green's functions. The simulation results for different friction coefficients and values of lateral creepage are compared with results obtained for the stationary wheel. Both approaches for the rotating wheel give almost identical results for the rolling speed considered. Furthermore, it can be concluded that a model of a stationary flexible wheel is sufficient to simulate curve squeal

Receiver design for the REACH global 21-cm signal experiment

We detail the the REACH radiometric system designed to enable measurements of the 21-cm neutral hydrogen line. Included is the radiometer architecture and end-to-end system simulations as well as a discussion of the challenges intrinsic to highly-calibratable system development. Following this, we share laboratory results based on the calculation of noise wave parameters utilising an over-constrained least squares approach demonstrating a calibration RMSE of 80 mK for five hours of integration on a custom-made source with comparable impedance to that of the antenna used in the field. This paper therefore documents the state of the calibrator and data analysis in December 2022 in Cambridge before shipping to South Africa.Comment: 30 pages, 19 figure

A state-of-the-art review of curve squeal noise: Phenomena, mechanisms, modelling and mitigation

[EN] Curve squeal is an intense tonal noise occurring when a rail vehicle negotiates a sharp curve. The phenomenon can be considered to be chaotic, with a widely differing likelihood of occurrence on different days or even times of day. The term curve squeal may include several different phenomena with a wide range of dominant frequencies and potentially different excitation mechanisms. This review addresses the different squeal phenomena and the approaches used to model squeal noise; both time-domain and frequency-domain approaches are discussed and compared. Supporting measurements using test rigs and field tests are also summarised. A particular aspect that is addressed is the excitation mechanism. Two mechanisms have mainly been considered in previous publications. In many early papers the squeal was supposed to be generated by the so-called falling friction characteristic in which the friction coefficient reduces with increasing sliding velocity. More recently the mode coupling mechanism has been raised as an alternative. These two mechanisms are explained and compared and the evidence for each is discussed. Finally, a short review is given of mitigation measures and some suggestions are offered for why these are not always successful.Squicciarini, G.; Thompson, D.; Ding, B.; Baeza González, LM. (2018). A state-of-the-art review of curve squeal noise: Phenomena, mechanisms, modelling and mitigation. Notes on Numerical Fluid Mechanics and Multidisciplinary Design. 139:3-41. https://doi.org/10.1007/978-3-319-73411-8_1S341139Anderson, D., Wheatley, N., Fogarty, B., Jiang, J., Howie, A., Potter, W.: Mitigation of curve squeal noise in Queensland, New South Wales and South Australia. In: Conference on Railway Engineering. pp. 625–636, Perth, Australia (2008)Hanson, D., Jiang, J., Dowdell, B., Dwight, R.: Curve squeal: causes, treatments and results. 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Control 20(4), 593–622 (1974)Huang, Z.Y., Thompson, D.J., Jones, C.J.C.: Squeal prediction for a bogied vehicle in a curve. In Schulte-Werning, B., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM vol. 99, pp. 313–319. Springer, Heidelberg (2008)Hsu, S.S., Huang, Z., Iwnicki, S.D., Thompson, D.J., Jones, C.J., Xie, G., Allen, P.D.: Experimental and theoretical investigation of railway wheel squeal. Proc. Inst. Mech. Eng. Part F: J. Rail Rapid Transit 221(1), 59–73 (2007)Squicciarini, G., Usberti, S., Thompson, D.J., Corradi, R., Barbera, A.: Curve squeal in the presence of two wheel/rail contact points. In: Nielsen, J.C.O., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 126, pp. 603–610. Springer, Heidelberg (2015)Xie, G., Allen, P.D., Iwnicki, S.D., Alonso, A., Thompson, D.J., Jones, C.J., Huang, Z.Y.: Introduction of falling friction coefficients into curving calculations for studying curve squeal noise. Veh. Syst. Dyn. 44(sup1), 261–271 (2006)Giménez, J.G., Alonso, A., Gómez, E.: Introduction of a friction coefficient dependent on the slip in the FastSim algorithm. Veh. Syst. Dyn. 43(4), 233–244 (2005)Chiello, O., Ayasse, J.B., Vincent, N., Koch, J.R.: Curve squeal of urban rolling stock—part 3: theoretical model. J. Sound Vib. 293(3), 710–727 (2006)Collette, C.: Importance of the wheel vertical dynamics in the squeal noise mechanism on a scaled test bench. Shock Vibr. 19(2), 145–153 (2012)Brunel, J.F., Dufrénoy, P., Naït, M., Muñoz, J.L., Demilly, F.: Transient models for curve squeal noise. J. Sound Vib. 293(3), 758–765 (2006)Glocker, C., Cataldi-Spinola, E., Leine, R.I.: Curve squealing of trains: measurement, modelling and simulation. J. Sound Vib. 324(1), 365–386 (2009)Pieringer, A.: A numerical investigation of curve squeal in the case of constant wheel/rail friction. J. Sound Vib. 333(18), 4295–4313 (2014)Pieringer, A., Kropp, W.: A time-domain model for coupled vertical and tangential wheel/rail interaction—a contribution to the modelling of curve squeal. In: Maeda, T., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 118, pp. 221–229. Springer, Heidelberg (2012)Pieringer, A., Baeza, L., Kropp. W.: Modelling of railway curve squeal including effects of wheel rotation. In: Nielsen, J.C.O., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 126, pp. 417–424. Springer, Heidelberg (2015)Zenzerovic, I., Pieringer, A., Kropp. W.: Towards an engineering model for curve squeal. In: Nielsen, J.C.O., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 126, pp. 433–440. Springer, Heidelberg (2015)Zenzerovic, I., Kropp, W., Pieringer, A.: An engineering time-domain model for curve squeal: tangential point-contact model and Green’s functions approach. J. Sound Vib. 376, 149–165 (2016)Pieringer, A., Torstensson, P.T., Giner, J., Baeza, L.: Investigation of railway curve squeal using a combination of frequency- and time-domain models. In: Anderson, D., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 139, pp 81–93. Springer, Heidelberg (2018)Chen, G.X., Xiao, J.B., Liu, Q.Y., Zhou. Z.R.: Complex eigenvalue analysis of railway curve squeal. In: Schulte-Werning, B., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 99, pp. 433–439. Springer, Heidelberg (2008)Fourie, D.J., Gräbe, P.J., Heyns, P.S., Fröhling, R.D.: Analysis of wheel squeal due to unsteady longitudinal creepage using the complex eigenvalue method. In: Anderson, D., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 139, pp 55–67. Springer, Heidelberg (2018)Wang, C., Dwight, R., Li, W., Jiang, J.: Prediction on curve squeal in the case of constant wheel rail friction coefficient. In: Anderson, D., et al. (eds.) Noise and Vibration Mitigation for Rail Transportation Systems. NNFM, vol. 139, pp XXX–XXX. Springer, Heidelberg (2018)Ding, B., Squicciarini, G., Thompson, D.J.: Effects of rail dynamics and friction characteristics on curve squeal. In: XIII International Conference on Motion and Vibration Control and XII International Conference on Recent Advances in Structural Dynamics (MoViC/RASD), Southampton (2016)Bleedorn, T.G., Johnstone. B.: Steerable steel wheel systems and wheel noise suppression. In: Conference Rec IAS 12th Annual Meeting, Los Angeles, California (1977)Koch, J.R., Vincent, N., Chollet, H., Chiello, O.: Curve squeal of urban rolling stock—part 2: parametric study on a 1/4 scale test rig. J. 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Propagation of vibrations due to a tramway line

Tramway traffic may produce vibrations propagating in soil leading to vibration annoyance for people living or working in neighbouring buildings. Thus vibration is an important parameter to be considered when planning new lines and dynamic performance evaluation of tramway tracks is necessary to validate or modify the existing means that reduce vibrations. This paper presents experimental and theoretical investigations of vibrations caused by tramway passages in Nantes, France. It focuses on the control of ground-borne vibrations for the whole system, taking into account important elements such as the dynamic vehicle characteristics, the track and the soil behaviour. A complete track-soil-ground model is proposed to predict ground-borne vibrations, so as to estimate a trouble gauge concerning - for example - the impact of a future tramway line

The mechanisms of curve squeal

Existing curve squeal theory is often contradicted by field observations such as the generation of squeal from the outer wheel (including wheel flange contact), squeal occurring at various wheel natural frequencies, coupled rail vibrations when squealing wheels pass, and the obvious influence of trackform on squeal occurrence and severity. This paper discusses the deficiencies of existing theory and explores an alternative mechanism based on the concept of mode coupling instability which shows a better match with field observations from some sites

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

[EN] Railway curve squeal arises from self-excited vibrations during curving. In this paper, a frequency- and a time-domain 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 function 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 are 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 the 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.Pieringer, A.; Torstensson, PT.; Giner Navarro, J.; Baeza González, LM. (2018). Investigation of railway curve squeal using a combination of frequency- and time-domain models. Notes on Numerical Fluid Mechanics and Multidisciplinary Design. 139:83-95. https://doi.org/10.1007/978-3-319-73411-8_5S8395139Thompson, D.: Railway noise and vibration: Mechanisms, Modelling and Means of Control. Elsevier, Oxford (2009)Fingberg, U.: A model for wheel-rail squealing noise. J. Sound Vib. 143, 365–377 (1990)Chiello, O., Ayasse, J.-B., Vincent, N., Koch, J.-R.: Curve squeal of urban rolling stock—part 3: theoretical model. J. Sound Vib. 293, 710–727 (2006)Pieringer, A.: A numerical investigation of curve squeal in the case of constant wheel/rail friction. J. 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Prediction of wheel squeal amplitude

The prediction of vibration amplitude of wheel squeal noise is investigated using a concise mathematical model which has been validated with results from a rolling contact two disk test rig. The model is used to perform an energy-based analysis to determine a closed form solution to the steady state limit cycle amplitude of creep and vibration oscillations during squealing. The analytical solution is first shown to compare well with a numerical solution using an experimentally tuned creep curve with full nonlinear shape. The predicted squeal level trend is then shown to compare well with that recorded at various crabbing (lateral sliding) velocities for the test rig at different rolling speeds. The analytical solution provides insight into why the sound pressure level of squeal noise increases with crabbing velocity. The results highlight the primary importance of crabbing velocity (and angle of attack) and provide important theoretical insight into the mechanisms governing wheel squeal amplitude

Adrenergic regulation of a key cardiac potassium channel can contribute to atrial fibrillation: evidence from an IKs transgenic mouse

Inherited gain-of-function mutations of genes coding for subunits of the heart slow potassium (IKs) channel can cause familial atrial fibrillation (AF). Here we consider a potentially more prevalent mechanism and hypothesize that β-adrenergic receptor (β-AR)-mediated regulation of the IKs channel, a natural gain-of-function pathway, can also lead to AF. Using a transgenic IKs channel mouse model, we studied the role of the channel and its regulation by β-AR stimulation on atrial arrhythmias. In vivo administration of isoprenaline (isoproterenol) predisposes IKs channel transgenic mice but not wild-type (WT) littermates that lack IKs to prolonged atrial arrhythmias. Patch-clamp analysis demonstrated expression and isoprenaline-mediated regulation of IKs in atrial myocytes from transgenic but not WT littermates. Furthermore, computational modelling revealed that β-AR stimulation-dependent accumulation of open IKs channels accounts for the pro-arrhythmic substrate. Our results provide evidence that β-AR-regulated IKs channels can play a role in AF and imply that specific IKs deregulation, perhaps through disruption of the IKs macromolecular complex necessary for β-AR-mediated IKs channel regulation, may be a novel therapeutic strategy for treating this most common arrhythmia

Vulnerability Following a Critical Life Event: Temporary Crisis or Chronic Distress? A Psychological Controversy, Methodological Considerations, and Empirical Evidence

This contribution deals with psychological vulnerability resulting from marital breakup after a long-term relationship. Despite the existing vast body of consolidated knowledge on divorce and psychological adaptation, there are still several controversies concerning the vulnerabilizing impact of marital breakup. One major issue refers to the question of whether vulnerability after marital breakup is a temporary crisis or rather a chronic strain. In this chapter we want to present two possible methodological options to tackle this question: First, comparing a sample of almost 1000 middle-aged persons, who were married on average 19 years, and who experienced a marital split within the last 5 years (4 time groups), with a group of age-matched married controls with regard to various indicators of psychological vulnerability (such as depression and hopelessness). Second, comparing within the divorced group the most vulnerable individuals (in terms of depression, hopelessness, life satisfaction) with those who were the least affected, regarding intra-personal resources (personality, resilience), divorce circumstances, post-divorce situation, and socio-economic resources. The study results underline the vulnerabilizing impact of marital breakup, but at the same time they reveal individual differences in psychological adaptation especially due to personality, new partnership, economic resources, and last but not least due to time. Furthermore our data strongly suggest that there is not a generalized psychological vulnerability after marital breakup, but that the emotional dimensions such as depression or feelings of not overcoming the loss are more affected than the more cognitive ones such as life satisfaction