Simulation of Wheel/Rail Interaction in Turnouts and Special Track Work

Analysis of Locomotive Wheel Sets Wearing

“…The regression equations obtained also show that the cut is increasing uniformly throughout the total service period, while the flange wearing (Fig 4) is most intensive at the beginning of service until the mileage reaches 30 000-40 000 k:m, with the worn-out layer being 1.5-2.5 mm. This proves a well-known fact that more intensive flange wearing takes place until the wheel tyre profile acquires the shape of the rail head [6,8,9]. Then the intensity of wear decreases, increasing only when the mileage comes up to 150 000 k:m. The relationships obtained allow us to predict that turning of the wheel-sets because of worn-out flanges should be performed when the mileage of 160 000 k:m is reached since the beginning of service of the wheel tyres, not provided with a lubrication system.…”

Simulation of Dynamic Processes of Interaction of Car and Railway Track During Train Passage of Curved Sections of the Track

“…By introducing the actual characteristics of the geometry of the path, which always has some kind of deviation from the content standards, it is possible to estimate the technical requirements for the rolling stock and the content standards of the track [12,13].…”

“…As the calculations have shown, the dynamics of the car when fitting into the curves depends significantly on the geometry of the rail threads and the speeds of movement (Figs. 9,[11][12][13][14]. As can be seen from the analysis of Figs.…”

Nowcast models for train delays based on the railway network status

“…Andersson and Dahlberg (1998) emphasized on wheel/rail impacts at turnouts. Gurule and Wilson (2000) developed simulation methodology for wheel/rail interaction for South African Railways. Kassa et al (2006) developed simulation framework for dynamic interaction of train and turnout.…”