Recent developments in wheel/rail noise research

Hemsworth, B.

doi:10.1016/0022-460x(79)90847-2

Cited by 25 publications

(8 citation statements)

References 8 publications

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“…These differences were much larger than those within each braking system (up to 3 dB), which is in good agreement with the literature (for an overview, see Thompson, 2009). Furthermore, the spectral analysis showed spectral level differences of about 10 dB in the mid-frequency range, being also in good agreement with the results from Hemsworth (1979) and Thompson and Remington (2000). Such large level differences (both spectral and overall) have been expected due to the smooth rail and the effect of the braking system on the wheel roughness.…”

Section: Discussionsupporting

confidence: 84%

“…Passenger cars, on the other hand, are nowadays generally equipped with disk brakes, which act on braking disks (and not on the wheel) in order to avoid the roughening of the wheel (Dings and Dittrich, 1996) For a smooth rail, trains equipped with disk or K-block brakes show up to 10 dB smaller A-weighted noise levels when compared to trains equipped with cast-iron brakes. On corrugated tracks, however, the level difference is considerably reduced (Dings and Dittrich, 1996;Hemsworth, 1979;Thompson, 1996). This dependence on the rail roughness is further corroborated by investigations on rail grinding of a severely corrugated rail that showed an A-weighted noise level reduction of 6 to 12 dB for passenger trains but only 4 to 7 dB for freight trains (Moehler et al, 1997).…”

Section: Introductionmentioning

confidence: 76%

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Effect of train type on annoyance and acoustic features of the rolling noise

Kasess¹,

Noll²,

Majdak³

et al. 2013

The Journal of the Acoustical Society of America

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This study investigated the annoyance associated with the rolling noise of different railway stock. Passbys of nine train types (passenger and freight trains) equipped with different braking systems were recorded. Acoustic features showed a clear distinction of the braking system with the A-weighted energy equivalent sound level (LAeq) showing a difference in the range of 10 dB between cast-iron braked trains and trains with disk or K-block brakes. Further, annoyance was evaluated in a psychoacoustic experiment where listeners rated the relative annoyance of the rolling noise for the different train types. Stimuli with and without the original LAeq differences were tested. For the original LAeq differences, the braking system significantly affected the annoyance with cast-iron brakes being most annoying, most likely as a consequence of the increased wheel roughness causing an increased LAeq. Contribution of the acoustic features to the annoyance was investigated revealing that the LAeq explained up to 94% of the variance. For the stimuli without differences in the LAeq, cast-iron braked train types were significantly less annoying and the spectral features explained up to 60% of the variance in the annoyance. The effect of these spectral features on the annoyance of the rolling noise is discussed.

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Section: Discussionsupporting

confidence: 84%

Section: Introductionmentioning

confidence: 76%

Effect of train type on annoyance and acoustic features of the rolling noise

Kasess¹,

Noll²,

Majdak³

et al. 2013

The Journal of the Acoustical Society of America

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“…It is well known that many factors affect the emergence and development of rail corrugation; different corrugation has different mechanisms, and it is difficult to use one method to completely cure rail corrugation [8][9][10][11]. Through research on corrugation and production mechanisms, Grassie and Kalousek [12][13][14] introduced the fixed wavelength mechanism and damage mechanism and divided corrugation into six types: track noise or pinned-pinned resonance corrugation; corrugation of heavy-duty rail; corrugation of light rail; rutting-type corrugation; other corrugation caused by P2 force resonance; and corrugation of special structural form of track.…”

Section: Introductionmentioning

confidence: 99%

Research on the Matching of Fastener Stiffness Based on Wheel-Rail Contact Mechanism for Prevention of Rail Corrugation

Zhao

Wang

Xing

2017

Mathematical Problems in Engineering

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Laying shock absorber fasteners is one of the effective countermeasures used to reduce the ground vibration induced from urban rail transit. However, this kind of fasteners could cause severe rail corrugation. Based on the “wheel-rail dynamic flexibility difference” mechanism, the optimization and further research of fastener stiffness were performed. With the finite element method, the simple beam and board model of the rail system is established to study the vertical and lateral dynamic flexibility characteristics of rails below 1,200 Hz. Within 5–40 kN/mm, a comparison is made between wheel-rail dynamic flexibility differences corresponding to the vertical stiffness and lateral stiffness of different fasteners. The results show that 20 kN/mm and 10 kN/mm are the least and most suitable vertical stiffness values of fasteners, respectively; 40 kN/mm and 5–10 kN/mm are, respectively, the least and most suitable lateral stiffness values of fasteners. The research and analysis results can be adopted as references for deciding the fastener stiffness of urban track.

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“…The design of metro vehicle speed in our country is in commonly 80 km/h. The noise produced by the subway operation is mainly for the rolling noise [3,4]. As a result, the control of wheel noise, has the vital significance to reduce the noise of the subway operation.…”

Section: Introductionmentioning

confidence: 99%

The strength analysis of new W-shape resilient wheel under different working conditions

Tian¹,

Wang²

2017

Proceedings of the 2017 6th International Conference on Energy, Environment and Sustainable Development (ICEESD 2017)

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Abstract. This paper presents a new W-shape resilient wheel and bases on "UIC510-5 Technical approval of monolithic wheels (2003)" standard for strength analysis. The calculation results show that in five kinds of working conditions, the elastic components strength of wheel meets the design requirements. New W-shape resilient wheel is proposed, has good application and reference value to the study of resilient wheel.

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Recent developments in wheel/rail noise research

Cited by 25 publications

References 8 publications

Effect of train type on annoyance and acoustic features of the rolling noise

Effect of train type on annoyance and acoustic features of the rolling noise

Research on the Matching of Fastener Stiffness Based on Wheel-Rail Contact Mechanism for Prevention of Rail Corrugation

The strength analysis of new W-shape resilient wheel under different working conditions

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