Railway noise and the effect of top of rail liquid friction modifiers: changes in sound and vibration spectral distributions in curves

Eadie, Donald T.; Santoro, Marco; Kalousek, J

doi:10.1016/j.wear.2004.03.061

Cited by 76 publications

(52 citation statements)

References 4 publications

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“…R>350m, ax c n n ≤ The curve resistance, calculated by Equation (17), differs from the measured by approximately ±10% for the curve radii tested, 595 and 900m.…”

Section: General Running Resistance For Ore Trainsmentioning

confidence: 75%

“…This approach provides improved approximation to reality and also the possibility to study the phenomena of 'sleeper-passing' frequency and 'pinned-pinned' resonance. Such track model has been studied among others by Grassie [16], Nordborg [18], Heckl [19], Hamet [20] and also used in TWINS [17]. In this context we follow closely the work by Hamet [20].…”

Section: Introductionmentioning

confidence: 94%

“…Aerodynamic drag is a major component of train resistance, particularly at high speeds [16,17,18]. The Association of American Railroads (AAR) supported research on wind tunnel testing of rail equipment, including large-scale intermodal car models [19].…”

Section: Loading Assignment At Im Terminalsmentioning

confidence: 99%

“…The governing equations of the vehicle model can be written as (17) where c and w are the vertical displacements of car body and wheelset, respectively, c M is the mass of a part of car body, w M is the mass of wheelset (half), p K and p are the stiffness and the damping of the primary suspension system, and is the wheel-rail contact force.…”

Section: Vehiclementioning

confidence: 99%

“…The dynamic model includes a vehicle only with wheelset, carbody and primary suspension, a track as two-layer continuously supported Timoshenko beams (as used by Grassie [16] and in TWINS [17]), and linearized wheel-rail contact with moving irregularities. The system is solved either in the frequency domain by using FFT or in the time domain by constructing a filter based on system identification techniques.…”

Section: Introductionmentioning

confidence: 99%

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Performance-based track geometry and the track geometry interaction map

Liu

Magel

2008

Proceedings of the Institution of Mechanical Engineers, Part F:

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The track geometry interaction map (TGIM) is proposed as an effective way to evaluate the impact of multiple track geometry parameters on rail safety. Multi-body dynamics software has been used to simulate vehicle performance over tracks containing a large number of randomly generated lateral and vertical track geometry combinations. A TGIM-based safety threshold is generated that appears to offer both economic and safety advantages over the current Federal Railroad Administration track safety standards.

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“…R>350m, ax c n n ≤ The curve resistance, calculated by Equation (17), differs from the measured by approximately ±10% for the curve radii tested, 595 and 900m.…”

Section: General Running Resistance For Ore Trainsmentioning

confidence: 75%

Section: Introductionmentioning

confidence: 94%

Section: Loading Assignment At Im Terminalsmentioning

confidence: 99%

Section: Vehiclementioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Performance-based track geometry and the track geometry interaction map

Liu

Magel

2008

Proceedings of the Institution of Mechanical Engineers, Part F:

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A State-of-the-Art Review of Curve Squeal Noise: Phenomena, Mechanisms, Modelling and Mitigation

Thompson

Squicciarini

Ding

et al. 2018

Notes on Numerical Fluid Mechanics and Multidisciplinary Design

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Curve squeal is an intense tonal noise occurring when a rail vehicle negotiates a sharp curve. The phenomenon can be considered to be chaotic, with a widely differing likelihood of occurrence on different days or even times of day. The term curve squeal may include several different phenomena with a wide range of dominant frequencies and potentially different excitation mechanisms. This review addresses the different squeal phenomena and the approaches used to model squeal noise; both time-domain and frequency-domain approaches are discussed and compared. Supporting measurements using test rigs and field tests are also summarised. A particular aspect that is addressed is the excitation mechanism. Two mechanisms have mainly been considered in previous publications. In many early papers the squeal was supposed to be generated by the so-called falling friction characteristic in which the friction coefficient reduces with increasing sliding velocity. More recently the mode coupling mechanism has been raised as an alternative. These two mechanisms are explained and compared and the evidence for each is discussed. Finally, a short review is given of mitigation measures and some suggestions are offered for why these are not always successful.

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