Wheel-rail dynamic interaction

Yang, Zhen; Li, Zili

doi:10.1016/b978-0-12-821042-0.00004-6

Cited by 5 publications

(6 citation statements)

References 73 publications

(120 reference statements)

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“…The weight per axle, the primary suspension's high rigidity, and the engines' unsprung masses, brake discs, and bushings represent the vehicle's dynamics. The thermal stresses depend on the temperature differences between those imposed by the seasons and those of the track [3]. The static and dynamic loads of the rolling stock act on the ballast.…”

Section: Introductionmentioning

confidence: 99%

The Noise of Rail Transport

Cavacece

2023

J. Phys.: Conf. Ser.

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The research examines the sources of rail transport noise. Noise depends on the type of locomotives, warning signals, maintenance, and construction equipment. The wheel–to–rail contact of the rolling stock and the locomotives’ propulsion systems are the noise sources. Static and dynamic loads have intensities that depend on the masses and speeds of the trainsets. In addition, static, dynamic loads of the rolling stock, thermal loads, and the action of rainwater stress the ballast. The stresses lead to tensions on the rail that can affect fatigue, wear and tear, and railway line maintenance. Fatigue and wear are related to the intensity of traffic rail traffic, developing an abrasive action of the wheels on the rail and contributing to rail-to-rail misalignment concerning the underlying ballast.

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Section: Introductionmentioning

confidence: 99%

The Noise of Rail Transport

Cavacece

2023

J. Phys.: Conf. Ser.

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“…It can be observed that there are some differences about the influence of the stiffness on lateral stability between Guo and Xing. Different from the resilient wheel model used by Guo and Xing, Wen (2013) and Yang (2018) decoupled the wheel axle and the web of the resilient wheel and made the model able to simulate not only the relative rotations between the wheel web and rim, but also their relatively longitudinal motion. Based on this model they concluded that vehicle dynamics behaviour was much more sensitive to the radical and axial stiffness of the rubber than to its rotational stiffness.…”

Section: Introductionmentioning

confidence: 99%

An investigation into the effect of resilient wheel stiffness on the dynamic behaviour of a metro vehicle running along a tangent track

Zhou

Zhong

Sheng

2022

Journal of Vibration and Control

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Resilient wheels are extensively used for trams due to the noise reduction they can achieve. However, the effect of the resilient wheels on vehicle dynamics has not been adequately studied. An effort is presented in this paper, trying to bridge this gap. To simulate interactions between vehicle and track, the resilient wheel is modelled as a multi-rigid body system consisting of a rigid wheel core and a rigid rim between which a rubber layer is inserted. The rubber layer is regarded as three-directional spring-damper units, allowing the rim and core to have relative motions, so that the flexibility of the resilient wheel provided by the rubber layer is fully simulated. Then, the dynamics of a vehicle-track coupling system integrated with this resilient wheel model is simulated and compared with in-situ measurement. The simulation results show that, compared with a conventional solid wheel, the vertical vibration of the wheel core is much reduced in the frequency range of 70–300 Hz while the lateral vibration is much reduced in the frequency range of 90–300 Hz. The paper continues with the recommendation of the radial and axial stiffnesses, two key parameters of the resilient wheel, aiming to lower the wheel-rail contact force and carbody vibration.

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“…This is the reason why these elements are the subject of a few current studies [2][3][4][5], in which analytical, numerical, and experimental methods related to wheel and rail wear and the derailment phenomenon have been proposed and analyzed. A significant concern in modern publications is the elucidation of the derailment mechanism [6][7][8][9][10][11][12][13], in which new factors related to the process are introduced. Their reasons are logical since the phenomenon of derailment is a not infrequent event in the modern reality of railway transport and is associated with serious material damage and casualties.…”

mentioning

confidence: 99%

“…Derailments can occur due to the infrastructure or to rolling stock failures as stated in [14]. Some of the publications [8,9,11,[15][16][17] investigate specific elements (turnouts, guardrails, switches, track defects, lubricators, crossings) or operational indicators (speed, train length, location of wagons carrying dangerous loads) affecting the wheel-rail system and contributing to the derailment of rolling stock. To better investigate the complex phenomenon of derailment, some research activities were devoted to studying the problem from an experimental point of view [18].…”

mentioning

confidence: 99%

“…To better investigate the complex phenomenon of derailment, some research activities were devoted to studying the problem from an experimental point of view [18]. Many authors [8,9,19] propose the use of numerical methods to theoretically determine the "safety against derailment" indicator. In [20], a new type of finite element for FEM analysis is proposed, which more accurately reflects the interaction between the wheel and the rail.…”

mentioning

confidence: 99%

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Analysis of Lateral Forces for Assessment of Safety against Derailment of the Specialized Train Composition for the Transportation of Long Rails

Stoilov,

Sinapov,

Slavchev

et al. 2024

Applied Sciences

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This study proposes a theoretical method for evaluating the “safety against derailment” indicator of a specialized train composition for the transportation of very long rails. A composition of nine wagons, suitable for the transportation of rails with a length of 120 m in three layers, is considered. For the remaining recommended rail lengths, the number of wagons is reduced or increased, with the calculation model being modified depending on the required configuration. When the composition is in a curve with the minimum radius (R = 150 m), the rails bend, and some of them come into contact with the vertical stanchions of the wagon and cause additional lateral forces. These forces are then transferred through the wagon body, central pivot, bogie frame, and wheels and act on the wheel–rail contact points. They could potentially lead to derailment of the train composition. The goal of this study is to determine the additional lateral forces that arise because of the bent rails. For the purposes of this study, the finite element method was used. Based on the displacements of the support points of the rails (caused by the geometry of the curve), the bending line of the elastic load is determined and the forces in the supports are calculated. The resulting forces are considered when determining the derailment safety criterion. The analysis of the results shows that the wagon with fixing blocks is the most at risk of derailment. The front and intermediate wagons have criterion values very close to that of the empty wagon. This shows that the emerging horizontal elastic forces do not significantly influence the derailment process. The obtained results show that the transportation of long rails with specialized train composition can be realized on four layers. This will significantly increase the efficiency of delivering new long rails.

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Wheel-rail dynamic interaction

Cited by 5 publications

References 73 publications

The Noise of Rail Transport

The Noise of Rail Transport

An investigation into the effect of resilient wheel stiffness on the dynamic behaviour of a metro vehicle running along a tangent track

Analysis of Lateral Forces for Assessment of Safety against Derailment of the Specialized Train Composition for the Transportation of Long Rails

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