Curve Squeal of Train Wheels, Part 1: Mathematical Model for Its Generation

Heckl, M.; Abrahams, I. David

doi:10.1006/jsvi.1999.2510

Cited by 77 publications

(62 citation statements)

References 9 publications

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“…This represents an extension of the work by Rudd [4], who considered the case where the friction force acts on an isolated wheel mode described by its modal mass and modal sti!ness. The mathematical details of our model are described in an earlier paper [7]. In the present paper, the focus is on the wheel modes and results are therefore obtained in the frequency domain.…”

Section: Introductionmentioning

confidence: 99%

Curve Squeal of Train Wheels, Part 2: Which Wheel Modes Are Prone to Squeal?

Heckl

2000

Journal of Sound and Vibration

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Section: Introductionmentioning

confidence: 99%

Curve Squeal of Train Wheels, Part 2: Which Wheel Modes Are Prone to Squeal?

Heckl

2000

Journal of Sound and Vibration

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“…Some minimal models are presented in [23]. A more complete mathematical description of the wheel lateral dynamics has been included in [19], and later in [6,7]. An experimental validation on a scaled test bench has been presented in [4,22].…”

Section: Introductionmentioning

confidence: 99%

Importance of the Wheel Vertical Dynamics in the Squeal Noise Mechanism on a Scaled Test Bench

Collette¹

2012

Shock and Vibration

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Abstract. This paper investigates the influence of the wheel vertical dynamics in the mechanism of squeal noise on a scaled test bench. To this purpose, sustained oscillations are first studied on a single degree of freedom oscillator, considering both a decreasing slope of the friction curve and a vertical excitation. Their relative importance to sustain the oscillations is discussed. Then, a mathematical model of a quarter scale test bench is developed in the frequency domain. Using this model, it is shown that the squeal noise resulting from the excitation of the bending modes of the wheel is sustained because these bending modes are associated with variations of the vertical contact force. Results are further confirmed by experiments conducted on a scaled test bench.

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“…The guide flange (ridge) is on the inside to prevent the vehicle from slipping sideways off the rails. The horizontal (cone-shaped) rim makes contact with the slightly convex top of a steel rail in different horizontal places so that the outer wheel has a larger effective diameter than the inner wheel [13]. With both tram and train wheels, this happens naturally because the tires are cone shaped sloping surfaces: the inside diameter is a few millimeters larger than the outside.…”

Section: B Railroad Track Degradationmentioning

confidence: 99%

Modeling Degradation of Tracks for Maintenance Planning on a Tram Line

Yousefikia¹,

Moridpour²,

Setunge³

et al. 2014

JTLE

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 Abstract-There is a need among transportation maintenance decision makers for a better understanding of the long-term behavior of railroad tracks. The use of accurate techniques to predict track conditions increases track safety and maintenance effectiveness. This paper provides a review of degradation models relevant for railroad tracks. Furthermore, due to the lack of long term information on the condition development of tram infrastructures, presents the methodology which will be used to derive degradation models from the data of Melbourne tram network.

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Curve Squeal of Train Wheels, Part 1: Mathematical Model for Its Generation

Cited by 77 publications

References 9 publications

Curve Squeal of Train Wheels, Part 2: Which Wheel Modes Are Prone to Squeal?

Curve Squeal of Train Wheels, Part 2: Which Wheel Modes Are Prone to Squeal?

Importance of the Wheel Vertical Dynamics in the Squeal Noise Mechanism on a Scaled Test Bench

Modeling Degradation of Tracks for Maintenance Planning on a Tram Line

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