Wheel/rail squeal and impact noise: What do we know? What don't we know? Where do we go from here?

Remington, Paul J.

doi:10.1016/s0022-460x(87)81306-8

Cited by 74 publications

(54 citation statements)

References 6 publications

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“…He developed a theoretical model for a single-mode wheel and also considered non-linear e!ects in the friction force to estimate the stable wheel vibration amplitude. In a comprehensive review article, Remington [4] described the state of knowledge up to 1985.…”

Section: Introductionmentioning

confidence: 99%

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

Heckl

Abrahams

2000

Journal of Sound and Vibration

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Section: Introductionmentioning

confidence: 99%

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

Heckl

Abrahams

2000

Journal of Sound and Vibration

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“…The contact area is discretized and the tangential wheel-rail creep force is solved through iteration from the leading part of the contact area to its trailing part. Thus, the tangential wheel-rail creep forces can be written as follows: 11 , L 2 = 8a 3GC 22 ,…”

Section: Vehicle/track Interaction Model With Falling Friction Coeffimentioning

confidence: 99%

“…Most previous research considered that the mechanism of railway curve squeal is mainly a kind of self-excited vibration due to the nonlinear creep forces [1, 3,[10][11][12][13][14][15][16][17][18][19]. Rudd [1] found that the main excitation mechanisms of squeal were related to lateral direction stick-slip phenomena which introduced unstable wheel/rail forces and vibrations.…”

Section: Introductionmentioning

confidence: 99%

“…Van Ruiten [10], for example, applied Rudd's model to trams. In a review article, Remington [11] described the state of the art of railway curve squeal up to 1985. He suggested that this model should include finite element models of railway wheel dynamics, numerical models for the dynamics of bogies in curves and details of the friction coefficient versus creepage.…”

Section: Introductionmentioning

confidence: 99%

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Effect of Control Measures on Wheel/Rail Noise When the Vehicle Curves

Han

Xiao

et al. 2017

Applied Sciences

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This paper developed a time domain simplified model to study the effect of control measures on wheel/rail noise when the vehicle curves. The time domain model consists of two parts, one being a vehicle-track coupling dynamic model for wheel/rail interaction, the other being a transient finite element and boundary element domain model for vibration and sound radiation. Wheel/rail noise under wheel/rail lateral creep force is predicted for a narrowly curved section of a conventional underground railway, and compared with measurement. Based on the developed model, the effect of wheel/rail friction modification on squeal noise is investigated. In addition, effectiveness of resilient wheel and embedded track to control curve squeal noise are also assessed.

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“…In reviewing the prior work, Remington [3] introduced the models and method of Newton and Clark for contact force calculation [4] into analysis of impact noise to tackle non-linear contact problem, pointing out a new direction for impact noise study. In addition, the geometric discontinuities of the rail and wheel surfaces were replaced with an average roughness spectrum in frequency domain as the excitation inputs for the calculation of impact vibration and noise.…”

Section: Introductionmentioning

confidence: 99%

An Explicit Integration Finite Element Method for Impact Noise Generation at a Squat

Yang

Dollevoet

2015

Notes on Numerical Fluid Mechanics and Multidisciplinary Design

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SummaryThis paper presents a full finite element (FE) interaction model of wheel-track to study the wheel-rail impact noise caused by squat. The wheel, the rail and some other track components are modeled with finite elements in three dimensions, where necessary and appropriate. Realistic contact geometry, including geometric irregularity (squat) in the contact surfaces is considered. The integration is performed in the time domain with an explicit central difference scheme. For convergence, the Courant time step condition is enforced, which, together with the detailed modeling of the structural and continuum of the wheel-track system, effectively guarantees that vibration frequency of 10 kHz or higher is reproduced. By making use of the calculated velocities and pressures on the vibrating surfaces, the boundary element method (BEM) based on Helmholtz equation is adopted to transform the vibration of the track into acoustic signal.

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Wheel/rail squeal and impact noise: What do we know? What don't we know? Where do we go from here?

Cited by 74 publications

References 6 publications

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

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

Effect of Control Measures on Wheel/Rail Noise When the Vehicle Curves

An Explicit Integration Finite Element Method for Impact Noise Generation at a Squat

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