A future challenge to wheel/rail interaction analysis and design: Predicting worn shapes and resulting damage modes

Analytical and numerical study of hot rolling railway rail sections with the help of simulation and finite element software

“…In this equation, νr represents the linear speed of the roller in meters per second, μ stands for the coefficient of friction between the workpiece and the roller, and C is dependent on the ratio of the length to the average thickness of the workpiece, which has been determined as 6. ld corresponds to the contact length of the roller, calculated based on Equation 4 (12,13). Additionally, hm refers to the average height of the part, measuring 55 mm, and Δh represents a decrease in thickness, which is 7 mm.…”

A laboratory study of rail–wheel interaction monitoring using acoustic emission: Effect of rolling conditions with and without lateral rattling

“…Vertical wheel load is related to axle load, but will be dynamically amplified roughly in proportion to speed, with frequencies in the tens of hertz range. 2 Much of the work on monitoring the dynamics of wheel-rail contact has been applied noise reduction, and this work has revealed some very complex interactions between wheel and track roughness, rail and wheel stiffness, and track foundations, the overall effect being that noise is generated by rail and wheel vibrations in the frequency range from about 50 Hz to 2 kHz, although curve squeal is much less well-understood because the forcing [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15] {SAGE}PIF/PIF 458497.3d (PIF) [PREPRINTER stage] function is believed to be frictional instability rather than roughness-induced vertical displacements. 3 Given this complex loading situation, traditional mean gross tonnage (MGT)-based rail life prediction methods are not reliable since dynamic loading produces non-uniform and dynamic stress distributions from traction, braking and steering forces, often giving rise to multipoint contact pressure distributions rather than the Hertzian distribution traditionally assumed.…”

“…Rail-wheel interaction remains a subject of considerable current interest to both track design and track maintenance engineers, and the importance of wayside monitoring in providing further design and maintenance information has recently been highlighted. 1 Vertical wheel load is a major factor in most of the main rail deterioration mechanisms including track settlement, fatigue of components (such as points, fasteners, pads and sleepers), wear and rolling contact fatigue (RCF). Vertical wheel load is related to axle load, but will be dynamically amplified roughly in proportion to speed, with frequencies in the tens of Hertz range.…”

“…where m is the mass of the relevant body and is the cant angle of the outer rail. Tournay 1 has recognized two extremes in a continuum of degradation mechanisms, the wear regime and the stress regime, and has suggested that the latter is the one requiring more attention from tribologists. He also identified wayside detection of vehicle performance as being a key to the identification of the worst performing trains in order to reduce cumulative stresses.…”

“…Average kurtosis of cross-correlation function between track defects and AE above normal rolling background for all experiments with no spacer installed [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15]. {SAGE}PIF/PIF 458497.3d (PIF) [PREPRINTER stage]…”