Continuous measurement of interaction forces between wheel and rail

Ham, Young Sam; Lee, Dong-Hyong; Kwon, Seok-Jin; You, Won-Hee; Oh, Taek-Yul

doi:10.1007/s12541-009-0006-3

Cited by 20 publications

(11 citation statements)

References 9 publications

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“…The second group focuses on reducing DWLs to minimize the maintenance costs for railway structures (2). The last group focuses on making an accurate evaluation of DWLs through numerical analysis and testing (3). Some researchers, mainly in Japan and France, used axle box accelerations to overcome the difficulty of measuring wheel loads (4).…”

Section: Literature Review Of Dynamic Wheel Loadsmentioning

confidence: 99%

Dynamic Wheel Loads of High-Speed Rail at Speeds Greater than 400 km/h

Kim

Ham

2013

Transportation Research Record: Journal of the Transportation R

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The high-speed rail (HSR) line in South Korea has been in service since 2004 with a maximum design speed and operating speed of 350 km/h and 300 km/h, respectively. Recently, South Korea developed a high-speed electric multiple unit (HEMU-430X, 430-km/h eXperiment) with a maximum design speed and operating speed of 430 km/h and 400 km/h, respectively; the government was waiting for a trial run on a conventional HSR line. This study tried to predict wheel load fluctuation (WLF), one of the key factors affecting acceleration to speeds over 400 km/h. For WLFs to be understood accurately in the high-speed range greater than 400 km/h, field running tests were performed twice with the KTX-Sancheon trains on the Gyeongbu high-speed line. The trains traveled between Gwangmyeong and Daejeon at maximum running speeds of 302 and 335 km/h, respectively, and WLFs were measured with a telemetry system (radio data transmitter and receiver system) at varying speeds. On the basis of probabilistic data analysis with a Gaussian function, the WLF (σ/Pst) normalized nondimensional parameter at speeds of 400 km/h and 500 km/h was modeled into quadratic functions. The WLFs at speeds of 400 km/h and 500 km/h were predicted to be 0.356 and 0.512, respectively. In addition, impacts from structures that greatly affected WLFs, such as turnouts, transition zones, and loose sleepers, were evaluated quantitatively. Of those, turnouts had the greatest impacts on the WLFs.

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Section: Literature Review Of Dynamic Wheel Loadsmentioning

confidence: 99%

Dynamic Wheel Loads of High-Speed Rail at Speeds Greater than 400 km/h

Kim

Ham

2013

Transportation Research Record: Journal of the Transportation R

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“…In particular, the characteristic of coulomb friction is influenced mainly by the slip ratio between the speed of the vehicle and wheel. 9 The driving wheel produces surface adhesion between the wheel and rail, so the wheel produces a longitudinal force, which in turn moves the vehicle. The contact model can be analyzed using the characteristic of coulomb friction.…”

Section: Wheel-rail Contact Modelmentioning

confidence: 99%

Fatigue life analysis of wheels on guideway vehicle using multibody dynamics

Lee

Park

et al. 2009

Int. J. Precis. Eng. Manuf.

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“…For instance, Otter et al 6 designed a system that can continuously measure the lateral/normal/longitudinal contact forces and the contact position as well. Ham et al 7 bored the surface of the wheel web in order to increase the sensitivity of the measurement.…”

Section: Introductionmentioning

confidence: 99%

“…Ham et al. 7 bored the surface of the wheel web in order to increase the sensitivity of the measurement. Gomez et al.…”

Section: Introductionmentioning

confidence: 99%

A new methodology for the estimation of wheel–rail contact forces at a high-frequency range

Bagheri

Younesian

Tehrani

2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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Online measurement of wheel-rail contact forces is nowadays in demand for evaluating safety and manoeuvring the condition in real time and in real operation. In this study, the wheel-rail contact forces are estimated using a novel indirect identification method based on the measured radial strain on the wheel web. Further, the strain response of the rolling wheel is derived using an analytical solution of the disk under a rotating load, and a scheme was prepared for the identification of the rolling wheel parameters and its corresponding characteristic matrix. An appropriate angular strain configuration is employed to eliminate the effect of wheel rotation. The Tikhonov regularization technique is employed to solve the ill-posed least square problem and to attenuate the effect of noisy measurement and numerical uncertainty during the estimation of the forces. A finite element model of the rotating load is then constructed to investigate the effectiveness and accuracy of the proposed methodology. The effects of the rotating speed, loading and measurement noise on the estimated normal force are studied. It is found that neglecting the effect of the rotating speed causes a notable error particularly in the high-speed range.

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Continuous measurement of interaction forces between wheel and rail

Cited by 20 publications

References 9 publications

Dynamic Wheel Loads of High-Speed Rail at Speeds Greater than 400 km/h

Dynamic Wheel Loads of High-Speed Rail at Speeds Greater than 400 km/h

Fatigue life analysis of wheels on guideway vehicle using multibody dynamics

A new methodology for the estimation of wheel–rail contact forces at a high-frequency range

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