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Journal articles on the topic 'Rail contact'

Author: Grafiati

Published: 4 June 2021

Last updated: 25 July 2025

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1

Chen, Zhi Wei, Linan Li, Shi Gang Sun, and Jun Long Zhou. "Wheel-Rail Multi-Point Contact Method for Railway Turnouts." Applied Mechanics and Materials 97-98 (September 2011): 378–81. http://dx.doi.org/10.4028/www.scientific.net/amm.97-98.378.

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A calculation method of wheel-rail multi-point contact based on the elastic contact model is introduced. Moreover, the simulation calculation of vehicles passing through branch lines of No.18 turnouts is carried out. The result showed that the acute change of wheel-rail normal force caused by the transfers of wheel-rail contact point between two rails can be avoid by wheel-rail multi-point contact method, and the transfers of wheel-rail normal force between two rails is smoother. The validity of wheel-rail multi-point contact method is verified.

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2

Ma, Xiaochuan, Ping Wang, Jingmang Xu, and Rong Chen. "Effect of the vertical relative motion of stock/switch rails on wheel–rail contact mechanics in switch panel of railway turnout." Advances in Mechanical Engineering 10, no. 7 (2018): 168781401879065. http://dx.doi.org/10.1177/1687814018790659.

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In order to enable the vehicle to change among the tracks, the stock and switch rails are separated and provided with different rail resilience levels on the baseplate in the railway turnout switch panel. Therefore, there will be vertical relative motion between stock/switch rails under wheel loads, and the relative motion will change the combined profile of stock/switch rails and consequently affect the wheel–rail contact mechanics. A method is developed in this article to investigate the effect of the relative motion of stock/switch rails on the wheel–rail contact mechanics along the railway

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3

Kumar, S., and S. P. Singh. "Rail Head Geometry, Rail Rolling and Wheel-Rail Contact Tilting Analysis for Heavy Axle Loads." Journal of Engineering for Industry 111, no. 4 (1989): 375–81. http://dx.doi.org/10.1115/1.3188775.

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This paper presents analytical considerations which are important to design a rail head for reducing rail damage due to heavy axle loads. There are two important parameters of design of rail crown: (1) the wheel tread rail crown contact stress and (2) the contact tilt angle called the β angle. Contact should not be allowed to move out of the rail crown. Analysis of lateral oscillations of new and worn wheel sets shows that they do not impose an engineering constraint on the choice of rail crown radius. Rail rolling on curves due to lateral creepage forces is however of great importance in rail

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4

Seo, Jung Won, Hyun Kyu Jun, Seok Jin Kwon, and Dong Hyeong Lee. "Rolling Contact Fatigue and Wear Behavior of Rail Steel under Dry Rolling-Sliding Contact Condition." Advanced Materials Research 891-892 (March 2014): 1545–50. http://dx.doi.org/10.4028/www.scientific.net/amr.891-892.1545.

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Rolling contact fatigue and wear of rails are inevitable problems for railway system due to wheel and rail contact. Increased rail wear and increased fatigue damage such as shelling, head check, etc. require more frequent rail exchanges and more maintenance cost. The fatigue crack growth and wear forming on the contact surface are affected by a variety of parameters, such as vertical and traction load, friction coefficient on the surface. Also, wear and crack growth are not independent, but interact on each other. Surface cracks are removed by wear, which can be beneficial for rail, however to

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Li, Yang, JinJie Chen, JianXi Wang, Hu Zhao, and Long Chen. "Study on the residual stress distribution of railway rails." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 234, no. 23 (2020): 4682–94. http://dx.doi.org/10.1177/0954406220927069.

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Rolling contact fatigue damage of rails is significantly influenced by residual stresses. A three-dimensional elastic-plastic finite element model of wheel–rail contact was established in the present study, and the influence of initial stresses resulting from rail manufacturing process on the residual stress distribution of rails was analyzed. The repeated rolling passes were simulated and the stable residual stress distribution of rails was obtained. The influence of factors, such as wheel load, friction coefficient, and longitudinal creep rate, on the residual stress distribution of rails wa

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6

Zhou, Jian Hua, Yu Ji, An Chao Ren, and You Deng Zhang. "Analysis of the Generation Cause of Scale Shelling Defects on Running Surface of 60kg/m U71Mn Rail." Advanced Materials Research 291-294 (July 2011): 1062–68. http://dx.doi.org/10.4028/www.scientific.net/amr.291-294.1062.

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There were different degree scale shelling defects on running surface of 60kg/m U71Mn rail after used on the curve for a period of time, the characteristics and the generating reasons of the defects were analyzed, and the improvement measures were presented. There test results indicated that the scale shelling defects found on rail running surface were a sort of typical rolling contact fatigue damage, which caused mainly by the excessive contact stress, as a result of the wheel long-term contact with rail on the gauge corner of the rail on curve. It is effective to prevent and reduce rolling c

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7

Haydar, Luna, Florent Loete, Frédéric Houzé, Karim Slimani, Fabien Guiche, and Philippe Testé. "Influence of the Oxide Layer Thickness on the Behavior of the Electrical Wheel–Rail Contact in Static Conditions." Applied Sciences 15, no. 1 (2025): 471. https://doi.org/10.3390/app15010471.

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To manage and ensure the safety of traffic on rail networks, trains need to be reliably located at all times. This is achieved in many countries by electrically detecting their presence using so-called “track circuits” installed at regular intervals on each track, designed to detect when the wheels and axles of a train are shunting the two rails and to act accordingly on the signaling system. Such a detection principle is highly dependent on the quality of the electrical contacts between rails and wheels; the occurrence of high wheel–rail contact resistances can induce malfunctions known as “d

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8

Wei, Kai, Rui Ying Chen, and Yu De Xu. "Rail Profile Wear on Curve and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 655–59. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.655.

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The paper has carried out continued tests on a curve of a heavy haul railway in China for its rail profiles. Based on the data, the paper has counted the development of the rail profile wear, and then analyses the influence of wheel-rail contact geometry on the rail profile wear. The results show that the wear of high rails develops around the rail corners, while the one of low rails around the rail top. The development of the rail wear speeds up after the transport mass passes 210MGT. The wheel-rail contact geometry deteriorates when the transport mass grows up to 60MGT and lower than 210MGT.

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9

Choi, Jung-Youl, and Jae-Min Han. "Deep Learning (Fast R-CNN)-Based Evaluation of Rail Surface Defects." Applied Sciences 14, no. 5 (2024): 1874. http://dx.doi.org/10.3390/app14051874.

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In current railway rails, trains are propelled by the rolling contact between iron wheels and iron rails, and the high frequency of train repetition on rails results in a significant load exertion on a very small area where the wheel and rail come into contact. Furthermore, a contact stress beyond the allowable stress of the rail may lead to cracks due to plastic deformation. The railway rail, which is the primary contact surface between the wheel and the rail, is prone to rolling contact fatigue cracks. Therefore, a thorough inspection and diagnosis of the condition of the cracks is necessary

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10

Chen, Rui Ying, Kai Wei, and Yu De Xu. "Simulation Analysis on Wheel and Groove Rail Contact Position." Advanced Materials Research 779-780 (September 2013): 607–10. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.607.

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A vehicle-rail dynamic model is established and the calculated results are verified with trace method. And under the conditions of a same curve section, simulations are made on the contact position of groove rail and standard rail. Variation of contact points and contact area are analyzed. Furthermore, comparisons are made on the two rails with different lateral displacements.

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11

Sasaki, Toshihiko, Osama Yaguchi, and Yuichi Kobayashi. "A Study on Area Detector Type Diffraction Stress Measurement and its Application to Shelling Problem in Railway Tracks." Materials Science Forum 638-642 (January 2010): 2458–63. http://dx.doi.org/10.4028/www.scientific.net/msf.638-642.2458.

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In order to study on the effects of grinding of rail head on rolling contact fatigue of rails, residual stress measurements were conducted for rails processed under different grinding conditions. In this study, residual stresses in rails used for a service line were measured with the method of X-ray stress measurement. The triaxial stress analysis was conducted using a new method for an area detector type X-ray stress analysis proposed by the authors. Four grinding conditions were used to rail specimens. The distributions of residual stresses in the surface layer of the rail head were obtained

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12

Fajdiga, Gorazd, Matjaž Šraml, and Janez Kramar. "Modelling of Rolling Contact Fatigue of Rails." Key Engineering Materials 324-325 (November 2006): 987–90. http://dx.doi.org/10.4028/www.scientific.net/kem.324-325.987.

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Rail dark spot defect, also termed as squat failure or shelling, is a rolling contact fatigue failure which occurs frequently on the high speed traffic railway rails. The main goal of this study is to develop a computational model for simulation of the squat phenomena on rails in rail-wheel contact. The proposed computational model consists of two parts: (i) Contact Fatigue Crack Initiation (CFCI) and (ii) Contact Fatigue Crack Propagation (CFCP). The results of proposed unified model enable a computational prediction of a probable number of loading cycles that a wheel-rail system can sustain

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13

Ma, Xiaochuan, Ping Wang, Jingmang Xu, and Rong Chen. "Comparison of non-Hertzian modeling approaches for wheel–rail rolling contact mechanics in the switch panel of a railway turnout." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 4 (2018): 466–76. http://dx.doi.org/10.1177/0954409718799825.

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Due to the complicated wheel–rail contact relation of railway turnouts, it is necessary to select a reasonable rolling contact model to simulate the vehicle–turnout dynamics and wheel–rail damages. This paper mainly aims to evaluate the calculation accuracy and efficiency of different non-Hertzian modeling approaches in solving normal and tangential wheel–rail contact problems of railway turnouts. Four different non-Hertzian approaches, namely CONTACT, Kik–Piotrowski, Ayasse–Chollet, and Sichani methods are compared and analyzed. The above four models are built considering the relative motion

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14

Seo, Jung Won, Seok Jin Kwon, Hyun Kyu Jun, and Dong Hyung Lee. "Microstructure Features and Contact Fatigue Crack Growth on Rail." Materials Science Forum 654-656 (June 2010): 2491–94. http://dx.doi.org/10.4028/www.scientific.net/msf.654-656.2491.

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Rolling Contact Fatigue (RCF) damage on the surface of rails such a head check, squats is a growing problem. Since rail fractures can cause derailment with loss of life and property, the understanding of rail fracture mechanism is important for reducing damages on the rail surface. In this study, we have investigated RCF damage, fatigue growth and fracture surface morphology on the surface of broken rail using failure analysis and finite element (FE) analysis. The investigation indicates that the crack grows at about 20° to the depth of 8mm from the surface and branches into two cracks. One cr

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15

Wei, Kai, Xin Xiao, and Yu De Xu. "Rail Pre-Grinding on Shanghai-Nanjing PDL and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 660–63. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.660.

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The paper tests the rail profiles of Shanghai-Nanjing PDL after its rail pre-grinding. The grinding values are counted, which shows that the grinding mainly occurs on the inner side of rail top, ranging from 0 to 1.26mm. Wheel-Rail Contact Geometry is also analyzed. Results shows that after pre-grinding, the wheel-rail contact points concentrate to the center of rail top, and it is good for rail wear control. But the rolling radius difference decreases and it weakens the rails ability of return the wheels position.

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16

Kumar, S., and S. P. Singh. "Threshold Stress Criterion in New Wheel/Rail Interaction for Limiting Rail Damage Under Heavy Axle Loads." Journal of Engineering for Industry 114, no. 3 (1992): 284–88. http://dx.doi.org/10.1115/1.2899793.

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This paper presents a qualitative discussion of the effects of increasing new (initial) wheel-rail contact stresses on the degree of damage to the rail due to heavy axle loads. The importance and need of heavy axle loads and its relationship to rail damage as a result of the increasing wheel-rail contact stresses is discussed. Various mechanisms of energy absorption/losses due to free rolling and modes of rail damage are presented. These modes include surface and internal damage due to wear, contact shear, plasticity, fatigue, shelling, crack formation, etc. The concept of threshold stress obs

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17

Qian, Yao, Ping Wang, Yibin Liu, Tianci Gao, Jingmang Xu, and Yuan Wang. "Using the geometric wheel-rail contact algorithms for fault detection in turnout areas based on the variable section characteristics of rails." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 5 (2019): 550–63. http://dx.doi.org/10.1177/0954409719848602.

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This paper presents a geometric wheel–rail contact algorithm suitable for fault detection in a railway turnout. It employs a dynamic profile sampling method based on the characteristics of the variable section rails in the turnout regions. This algorithm provides a fast and accurate method to identify the wheel–rail contact points in turnouts under different degrees of lateral shift and yaw angles. This method determines the contact point based on the minimum distance and can be applied quickly through the use of a moving window to scale the potential contact boundary within the rail width. Th

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18

Mao, Xin, and Gang Shen. "A design method for rail profiles based on the geometric characteristics of wheel–rail contact." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 5 (2017): 1255–65. http://dx.doi.org/10.1177/0954409717720346.

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Designing a proper rail profile carries more significance than designing a wheel profile because of the amount of work and cost involved in the maintenance of rails. A better rail profile will not only help to ensure achieving the desired dynamic performance of rail vehicles but it also extends the service life of rails. This paper presents a unique design method for the design of rail profiles based on the given geometric contact characteristics. The proposed method utilizes a given wheel profile and two typical functions respectively to set the main design targets. The first function is the

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19

Haydar, Luna, Florent Loete, Frédéric Houzé, Karim Slimani, Fabien Guiche, and Philippe Testé. "Influence of Steel Oxidation on the Behavior of the Wheel–Rail Electrical Contact in Dynamic Conditions." Applied Sciences 15, no. 10 (2025): 5760. https://doi.org/10.3390/app15105760.

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The safe management of traffic on rail networks requires that trains can be reliably located at all times. In many countries, this is achieved by electrically identifying their presence using ‘track circuits’ at regular intervals along each track: these devices detect when the wheels and axles of a train short-circuit the two rails (they are said to ‘shunt’ them) and the information is passed on to the signaling system. The quality of the electrical contacts between the rails and the wheels obviously plays a decisive role in the correct operation of this detection principle. The occurrence of

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20

Kossov, V. S., A. V. Savin, and O. G. Krasnov. "On the Issue of Determining Relative Rail Rolling Contact Fatigue Damageability." World of Transport and Transportation 19, no. 1 (2021): 6–17. http://dx.doi.org/10.30932/1992-3252-2021-19-1-06-17.

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Adoption of heavy haul traffic on many railroads, comprising Russian railways, has highlighted the relevance of assessing the effect of increased axial loads on the contact fatigue life of rails.The article describes a set of theoretical studies carried out to create a scientifically substantiated method for predicting the contact fatigue life of rails depending on the values of axial loads. The stress-strain state of the contact area has been determined using the finite element model of wheel rolling on a rail. It has been found that the wheel-rail rolling contact area undergoes complex multi

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21

Xu, Jingmang, Ping Wang, Jian Wang, Boyang An, and Rong Chen. "Numerical analysis of the effect of track parameters on the wear of turnout rails in high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (2016): 709–21. http://dx.doi.org/10.1177/0954409716685188.

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In this study, a numerical procedure is developed to predict the wear of turnout rails, and the effect of track parameters is investigated. The procedure includes simulation of the dynamic interaction between the train and the turnout, the rolling contact analysis, and the wear model. The dynamic interaction is simulated with the validated commercial software Simpack that uses a space-dependent model of a railway turnout. To reproduce the actual operating conditions of a railway turnout, stochastic variations in the input parameters are considered in the simulation of the dynamic interaction.

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22

Kuznetsova, N. V., and E. A. Sidorova. "Features of the influence of intermediate rail fastenings on the operational durability of rails." VNIIZHT Scientific Journal 80, no. 4 (2021): 201–8. http://dx.doi.org/10.21780/2223-9731-2021-80-4-201-208.

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Heat-strengthened rails of the R65 type are the main type of rails used on the railway network of Russian Railways. Reducing the number of cropped and acutely defective rails is possible due to the rational use of the design features of intermediate rail fasteners and their current content.The article presents study results of the stiffness influence of intermediate fasteners on the operational durability of rails. The general statistics of the use of various types of intermediate rail fastenings on the network of Russian railways is considered. The main results of previously published studies

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Zakharov, S. M., and E. V. Torskaya. "Approaches to modeling occurrence of rolling contact fatigue damages in rails." Vestnik of the Railway Research Institute 77, no. 5 (2018): 259–68. http://dx.doi.org/10.21780/2223-9731-2018-77-5-259-268.

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Rolling contact-fatigue damages of rails along with their wear are the most common types of rail defects. In recent years, there have been significant changes in the distribution of rolling contact fatigue damages of rails especially on railways operating under heavy haul conditions.This paper is devoted to the overview of approaches to modeling of the occurrence of rolling contact fatigue (RCF) damages on working surfaces of rails. Four types of such approaches to modeling are considered. The first is based on the methods of contact mechanics. To realize it, the vehicle movement on the charac

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Ma, He, Jun Zhang, and Xiu Juan Zhang. "The Calculation and Analysis for the Independent Wheels of Tramcar." Applied Mechanics and Materials 577 (July 2014): 297–300. http://dx.doi.org/10.4028/www.scientific.net/amm.577.297.

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The wheel/rail profiles in different wear stages are measured using the apparatus of wheel-rail profile. The 3D elastic-plastic FEM contact models are established for the straight line and curves, in which attack angle is considered. Contact problems between the wheels in different wear stages and the worn rail are studied. Contact area, normal contact force, and equivalent Von Mises stress of different cases are analyzed. The obtained results show that the maximum equivalent Von Mises stress reduces and tends to be steady with the independent wheel wearing. Widening the track gauge can have a

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Obara, T., N. Kumagai, and T. Takiguchi. "Development of Hybrid Rail Brake." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 209, no. 2 (1995): 61–65. http://dx.doi.org/10.1243/pime_proc_1995_209_257_02.

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In Japan three types of rail brake were tested in the field. They were the eddy current rail brake, the electromagnetic rail brake, and the hybrid rail brake. The eddy current type, which does not come into contact with rails, needs high current and greatly increases the temperature in rails. The electromagnetic type which attracts rails and achieves braking by frictional force cannot generate a stable braking force. Therefore the authors developed a hybrid rail brake, which has advantages over the other two types. This type does not need as much current, and keeps rail temperature low.

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Kumar, S., and S. P. Singh. "Heavy Axle Load Wheel-Rail Contact Stresses and Their Tread-Crown Curvature Relationships." Journal of Engineering for Industry 111, no. 4 (1989): 382–87. http://dx.doi.org/10.1115/1.3188776.

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This paper presents a theoretical/design analysis of wheel-rail contact stresses and geometries for U.S. freight cars of 70, 95, 100, and 125 ton freight capacities operating on various crown rails. After discussing various types of rail stresses, it is pointed out that the contact stresses are the major factor and the only parameter that enables a designer to improve or optimize the rail life and performance. In order to determine the most suitable diameters for the heavier cars, an engineering lower bound analysis of the contact has been completed. It uses in a two-dimensional Hertzian analy

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Aceituno, Javier F., Pu Wang, Liang Wang, and Ahmed A. Shabana. "Influence of rail flexibility in a wheel/rail wear prediction model." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 1 (2016): 57–74. http://dx.doi.org/10.1177/0954409715618426.

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The aim of this paper is to study the influence of rail flexibility when a wheel/rail wear prediction model that computes the material loss based on an energy approach is used. The wheel/rail wear model used in this investigation is a simplified combined wear hypothesis that is based on the frictional energy loss in the contact patch. In order to account for wear and its distribution in a profiled wheel surface, the contact forces, creepages and location of the wheel/rail contact points are first calculated using a fully nonlinear multibody system (MBS) and three-dimensional contact formulatio

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Marshall, M. B., R. Lewis, R. S. Dwyer-Joyce, U. Olofsson, and S. Björklund. "Experimental Characterization of Wheel-Rail Contact Patch Evolution." Journal of Tribology 128, no. 3 (2006): 493–504. http://dx.doi.org/10.1115/1.2197523.

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The contact area and pressure distribution in a wheel/rail contact is essential information required in any fatigue or wear calculations to determine design life, re-grinding, and maintenance schedules. As wheel or rail wear or surface damage takes place the contact patch size and shape will change. This leads to a redistribution of the contact stresses. The aim of this work was to use ultrasound to nondestructively quantify the stress distribution in new, worn, and damaged wheel-rail contacts. The response of a wheel/rail interface to an ultrasonic wave can be modeled as a spring. If the cont

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29

Study of guiding vehicle by railway track, S., V. Tkachenko, N. Braykovska, and I. Kulbovskyi. "Study of guiding vehicle by railway track." Collection of scientific works of the State University of Infrastructure and Technologies series "Transport Systems and Technologies", no. 41 (June 28, 2023): 213–21. http://dx.doi.org/10.32703/2617-9059-2023-41-17.

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The analysis of scientific publications related to the guiding of wheelsets of railway rolling stock along the rail track has been carried out. It is stated that for a valid simulation of the guiding of wheelsets by a rail track, an accurate description of the contact forces of adhesion is necessary. It was found that the flange wheel-rail contact exists only in combination with the angle of attack and in the presence of a lateral cohesive force. A scheme of power interaction of a wheelset with rails with a ridge contact of one of the wheels has been developed. The force contact interaction of

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Mazov, Yuriy Nikolaevich, Aleksey Alekseevich Loktev, and Vyacheslav Petrovich Sychev. "Assessing the influence of wheel defects of a rolling stockon railway tracks." Vestnik MGSU, no. 5 (May 2015): 61–72. http://dx.doi.org/10.22227/1997-0935.2015.5.61-72.

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Transfer of the load from the wheels on the rail occurs at a very small area compared with the size of the wheels and rails. The materials near this site have a very large voltage. Determination of contact stresses is complicated by the fact that the magnitude of these stresses in the rails under actually revolving wheel load exceeds the yield and compressive strength of modern rail steel. We should note that the metal of the rail head, experiencing contact stresses, especially when the location of the pads is closer to the middle of the rail head, works in the conditions close to the compress

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Zhang, Zhongjie, Xinwen Yang, Yanyan Zhang, Caixia Miao, Yipeng Cui, and Jiqiang Shen. "Wheel-rail wear characteristics of a modern tram passing curves with small radius." Archives of Transport 71, no. 3 (2024): 67–90. http://dx.doi.org/10.61089/aot2024.fspnvx83.

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The wheel-rail wear was predicted for modern trams with independently rotating wheelset running on a groove-shaped rail. The tram vehicle-track coupled dynamics model, considering the wheel-rail multi-point contact, was developed using software UM to evaluate the dynamic responses of the vehicle and track. Hertz contact theory, the FastSim algorithm, and Archard material wear model were used to solve the normal contact stress, tangential contact stress, and wheel-ail wear, respectively. The wheel and rail profiles were updated when the wear depth reached to 0.1 mm. In calculation, the wheel an

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Yu, Miao, Wei-dong Wang, Jin-zhao Liu, and Shan-chao Sun. "The transient response of high-speed wheel/rail rolling contact on “roaring rails” corrugation." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 10 (2019): 1068–80. http://dx.doi.org/10.1177/0954409719825682.

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A high-speed wheel/rail finite element model is developed to focus on the non-steady-state rolling contact. The wheel/rail contact is solved based on the surface-to-surface contact algorithm, and the explicit finite element method is used to simulate the dynamic high-speed wheel/rail rolling contact. Considering the track–vehicle coupling system dynamics and the wheel/rail geometric nonlinearities, the wheel/rail contact on the short wave rail corrugation under the high-frequency vibration and the influence of train passing frequency on the track–vehicle system dynamics are studied. The explic

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Quan SUN, Yan, Maksym SPIRYAGIN, Colin COLE, and Dwayne NIELSEN. "WHEEL–RAIL WEAR INVESTIGATION ON A HEAVY HAUL BALLOON LOOP TRACK THROUGH SIMULATIONS OF SLOW SPEED WAGON DYNAMICS." Transport 33, no. 3 (2018): 843–52. http://dx.doi.org/10.3846/16484142.2017.1355843.

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Heavy haul railway track infrastructure are commonly equipped with balloon loops to allow trains to be loaded/unloaded and/or to reverse the direction of travel. The slow operational speed of trains on these sharp curves results in some unique issues regarding the wear process between wheels and rails. A wagon dynamic system model has been applied to simulate the dynamic behaviour in order to study the wheel–rail contact wear conditions. A wheel–rail wear index is used to assess the wear severity. The simulation shows that the lubrication to reduce the wheel–rail contact friction coefficient c

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Unitsky, Anatoli E., Aliaksandr S. Khlebus, Elena A. Ivanova, Aliaksandr E. Shashko, and Michael I. Tsyrlin. "Simulation of the contact pair “wheel-rail” of the experimental design of the flexible rail in the lightweight tracks of the uST string transport system." Modern Transportation Systems and Technologies 8, no. 4 (2022): 107–25. http://dx.doi.org/10.17816/transsyst202284107-125.

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Rationale: Development of string rails with low weight per meter and high-performance characteristics that determine durability, wear resistance, reliable grip of vehicle wheels to the rail rolling surface is a vital task. Objective: to investigate impact of the geometric parameters of the steel wheel and the flexible string rail with a polymer coating on the performance characteristics; to choose the most optimal parameters of the contact pair wheel-rail. Methods: The calculation was made using the ANSYS finite element analysis software package. Results: in order to reduce t

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Ozturk, M., and R. Burdzik. "The effect of the track plan on the damage to rails by contact fatigue crambling." BULLETIN of the L.N. Gumilyov Eurasian National University. Technical Science and Technology Series 148, no. 3 (2024): 9–15. http://dx.doi.org/10.32523/2616-7263-2024-148-3-9-15.

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An analysis of foreign and domestic experience in improving traffic safety while extending the service life of rails and improving their interaction with the wheels of rolling stock shows that the working conditions of rails are much more difficult in curved sections of the track, especially in the outer thread, due to the intense impact of the ridges of the wheels of rolling stock on the lateral working One of the reasons for the formation of contact fatigue stains on the lateral working surface of the rail head is the presence of tangential stresses that occur in the absence of perpendicular

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Andersson, C., and T. Dahlberg. "Wheel/rail impacts at a railway turnout crossing." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 212, no. 2 (1998): 123–34. http://dx.doi.org/10.1243/0954409981530733.

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The vertical dynamics of a common Swedish railway turnout under the load of moving vehicles is investigated. The turnout is described by a linear finite element model with modal damping. The model of the turnout (a section of it) has a length of 36 sleeper spans surrounding the crossing. Rails and sleepers are modelled with uniform Rayleigh-Timoshenko beam elements. The rails are connected via railpads (linear springs) to the sleepers, which rest on an elastic foundation. The vehicles which model the dynamic behaviour of trains are discrete systems of masses, springs and dampers. They pass the

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Choi, Jung-Youl, Sang-Won Yun, Jee-Seung Chung, and Sun-Hee Kim. "Comparative Study of Wheel–Rail Contact Impact Force for Jointed Rail and Continuous Welded Rail on Light-Rail Transit." Applied Sciences 10, no. 7 (2020): 2299. http://dx.doi.org/10.3390/app10072299.

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In this study, the measured track impact factor induced by the wheel–rail contact impact force of each test section (two continuous welded rails on slab tracks and rail joint on a ballasted track) was compared with the design track impact factor under service conditions of a curved light-rail transit system. The measured track impact factor (TIF) was estimated from the measured dynamic wheel load and vertical rail displacement at each test section. In the case of the rail joint section, the rail joint was found to directly affect the track impact factor. Moreover, the dynamic wheel load fluctu

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Feng, Xiaohe, Shibin Gao, Yang Song, Zeyao Hu, Long Chen, and Tao Liang. "Static and Dynamic Analysis of Conductor Rail with Large Cross-Sectional Moment of Inertia in Rigid Catenary Systems." Energies 16, no. 4 (2023): 1810. http://dx.doi.org/10.3390/en16041810.

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The rigid catenary system is widely used in tunnels to power electric trains via contact with a pantograph. Due to gravity, the contact wire normally has a sag that may affect the dynamic interaction performance with a pantograph. To reduce the contact wire sag, the most efficient measure is to improve the moment of inertia of the conductor rail, which is used to clamp the contact wire. Six new types of conductor rail with large moments of inertia are developed based on a conventional conductor rail. Then both the static and dynamic analyses are conducted to investigate the performance of the

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Amini Sarabi, Mohammad, and Parisa Hosseini Tehrani. "A New Combined Model for considering the Plasticity Effects in Contacting Asperities." Mathematical Problems in Engineering 2020 (November 18, 2020): 1–12. http://dx.doi.org/10.1155/2020/4640204.

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Wheel-rail contact in railway engineering is an important topic. Due to different materials and surface roughness of wheel and rail, the contact characteristics can alter significantly. This article aims to investigate the effects of surface roughness and asperities on the contact parameters such as contact area, contact force, and contact stiffness. The lateral contacts between asperities are assumed to be the general contact condition. Azimuthal and contact angles distributions are assumed to be spherical harmonic distribution. This assumption is compatible with the asperity distribution on

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Moreau, A. "Le contact roue-rail." Revue de Métallurgie 88, no. 12 (1991): 1211–22. http://dx.doi.org/10.1051/metal/199188121211.

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Descartes, S., C. Desrayaud, and Y. Berthier. "Experimental identification and characterization of the effects of contaminants in the wheel—rail contact." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 222, no. 2 (2008): 207–16. http://dx.doi.org/10.1243/09544097jrrt191.

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Previous results have highlighted the presence of a natural third body ranging in thickness from a few micrometres to several dozen micrometres on the rail and wheel. The third body layer, initially composed of particles stemming from the wheels and rails, flows into the contact to accommodate local sliding inside it. The work presented in this paper focuses on the identification of contaminants whose influence on the wheel—rail contact is significant. This influence can be considered as significant if it enters the contact, affects surface properties, modifies the third body layer, and possib

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Sebeşan, Ioan, and Valeriu Ştefan. "The Influence of the Suspension on the Phenomena of Wheel-Rail Contact." Applied Mechanics and Materials 809-810 (November 2015): 1061–66. http://dx.doi.org/10.4028/www.scientific.net/amm.809-810.1061.

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Efficient use of adhesion between wheels and rails involves a good knowledge of this phenomenon, in order to equip the vehicle with adequate facilities and systems that protect the vehicle and the rail. The loading of the vehicle's axle with dynamic loads in vertical and horizontal planes, are to be developed in the area of contact, both normal stress and shear distributed stress, their sum giving the friction force and the moment of pivoting friction (spin). This makes the wheel-rail contact problems take the two aspects of the study, namely the problem of normal and tangential contact issue.

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Chen, Y. C. "The effect of proximity of a rail end in elastic-plastic contact between a wheel and a rail." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 217, no. 3 (2003): 189–201. http://dx.doi.org/10.1243/095440903769012894.

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This paper investigates the effects of a free rail end on the contact stress distribution near the rail end by employing elastic-plastic finite element methods. The contact elements were used to simulate the interaction between a wheel and a rail. A plane strain model was used in this study. Variations in contact stress fields at various contact points near the rail end were compared. The availability of the Hertz contact theory in the region near the rail end was also investigated. The numerical results indicated that the contact stress distributions around the rail end are sensitive to the c

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Liu, Kai, and Lin Jing. "A finite element analysis-based study on the dynamic wheel–rail contact behaviour caused by wheel polygonization." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 10 (2019): 1285–98. http://dx.doi.org/10.1177/0954409719891549.

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In this study, an explicit finite element analysis method was adopted to investigate the wheel–rail impact response generated by wheel polygonization, using a three-dimensional wheel–rail rolling contact finite element model. In this model, the infrastructure below the rails and the stiffness and damping of the sleeper supports were considered. Then, the characteristics of the wheel–rail contact zone, the stress/strain state and the wheel–rail impact force of the polygonal wheel–rail system were presented and discussed and were compared with those of the ideally perfect wheel–rail system. A pa

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Axinte, Tiberiu. "Hertz Contact Problem between Wheel and Rail." Advanced Materials Research 837 (November 2013): 733–38. http://dx.doi.org/10.4028/www.scientific.net/amr.837.733.

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Rail-wheel contact problems have been analyzed by the use of the three-dimensional finite element models. Based on these models, the paper presents a study regarding the applicability of the Hertz contact to rail-wheel contact problems. Beside a standard rail, the study also considers a crane rail and a switching component. The bodies of the contact problem are the standard rail UIC60 and the standard wheel UICORE. The maximum contact pressure which the material can support in the elastic range in steady state conditions is known as the shakedown limit. With an operating contact pressure below

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Wang, Pu, Liang Gao, and Bo Wen Hou. "Influence of Rail Cant on Wheel-Rail Contact Relationship and Dynamic Performance in Curves for Heavy Haul Railway." Applied Mechanics and Materials 365-366 (August 2013): 381–87. http://dx.doi.org/10.4028/www.scientific.net/amm.365-366.381.

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Rail cant is one of the most important track geometry parameters, which can change the wheel-rail contact relationship and then influence the dynamic interaction. Static contact geometry parameters for 75kg/m rail in contact with LM wheel tread under different rail cants are analyzed on the basis of the wheel-rail spatial contact geometry algorithm. A train (multi-vehicle)-track coupling dynamic model is established with the help of the software Universal Mechanism (UM), and dynamic performances of train-track system in curves are compared under different rail cants. The results indicate that:

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Hu, Pan, Haitao Wang, Chunlin Zhang, Liang Hua, and Guiyun Tian. "Wheel-Rail Contact-Induced Impact Vibration Analysis for Switch Rails Based on the VMD-SS Method." Sensors 22, no. 18 (2022): 6872. http://dx.doi.org/10.3390/s22186872.

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When trains pass through damaged switch rails, rail head damage will change wheel–rail contact states from rolling frictions to unsteady contacts, which will result in impact vibrations and threaten structural safeties. In addition, under approaching and moving away rolling contact excitations and complex wheel–rail contacts, the non-stationary vibrations make it difficult to extract and analyze impact vibrations. In view of the above problems, this paper proposes a variational-mode-decomposition (VMD)-spectral-subtraction (SS)-based impact vibration extraction method. Firstly, the time domain

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Jalili, Mohammad Mahdi, and Hassan Salehi. "Wheel/rail contact model for rail vehicle dynamics." Comptes Rendus Mécanique 339, no. 11 (2011): 700–707. http://dx.doi.org/10.1016/j.crme.2011.07.006.

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Axinte, Tiberiu. "Analysis of Rails of a Ferry Boat under Wheels Contact Loading." Advanced Materials Research 837 (November 2013): 739–44. http://dx.doi.org/10.4028/www.scientific.net/amr.837.739.

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The paper presents the effect of the discontinuity of the rails of a ferry boat and the presence of lower modulus insulation material at the gap to the variations of stresses in the insulated rail. The analysis consists of a three-dimensional wheel rail contact model based on the finite element method. One of the results shows that the maximum stress occurs in the subsurface of the railhead of the ferry boat. The ratio of the elastic modulus of the railhead and insulation material is found to alter the levels of stress concentration. Numerical result indicates that a higher elastic modulus ins

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Wang, Pu, Liang Gao, Tao Xin, Xiaopei Cai, and Hong Xiao. "Study on the numerical optimization of rail profiles for heavy haul railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 6 (2016): 649–65. http://dx.doi.org/10.1177/0954409716635685.

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The aim of this paper is to study the optimization of the rail profile for heavy haul railways. A numerical model is developed, where the rail profile is parameterized as a generalized function for a series of independent variables. A well-designed formula, which characterizes the conformance between wheel and rail profiles around contact point for all possible wheel–rail contact situations, is considered as the objective function. During the construction of the objective function, a wheel–rail contact geometry algorithm is implemented to detect contact point positions quickly. Linear and nonl

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