• Proceedings of the KSR Conference
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• 2003.05a
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• pp.674-678
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• 2003

This research is develop the sensing and measurement technology for measure that wheel/rail interaction force to use laser. Investigated existent laser measurement system, and examined transformation by load that action to wheel for achieve research purpose. A proposed to laser measurement system composition plan to analyze existent method that measure wheel/rail interaction force.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.115-118
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• 2007

The geometry of wheel and rail profiles is the primary contributor to wheel and rail interaction. These profiles interact to influence truck steering, vehicle lateral stability, wheel/rail wear and surface damage. Maintaining good control of the profiles is one of the keys to ensuring preferred wheel and rail interaction. Transportation Technology Center, Inc., Pueblo, Colorado, is developing an automated measurement system for wheel/rail contact condition inspections supported by AAR(Association of American Railroads). The system uses a modified version of $WRTOL^{TM}$ (Wheel/Rail Tolerances)--software that performs extensive analysis of wheel and rail contact conditions

• Journal of KSNVE
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• v.10 no.3
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• pp.486-492
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• 2000

The major source of railway noises is rolling noise caused by the interaction of the wheels and rails. This rolling noise is generated by the roughness of the wheel /rail surface on tangent track in the absence of discontinuities such as wheel flats or rail joints. These roughness cause relative vibrations of the wheel and rail at their contact area. The vibrations generated at the contact area are treansmitted through the wheel and rail structures exciting resonances of the wheel and travelling waves in the rail. Then these vibrations radiate noise to the wayside. In this paper we predict the rollingnoise radiated from radial/axial motion of the wheel and vertical/lateral motion of the rail using Remington's analytical model and then compare of the predicted sound pressure and measured one. Although there are some inaccuracy in our prediction. these results show in good agreement between 500 Hz and 3150 Hz.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2006.05a
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• pp.363-364
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• 2006

The important factor to evaluate the running safety of a railway vehicle would be the interaction force between wheel and rail(derailment coefficient), for which is one of important factors to check the running safety of a railway vehicle that may cause a tragic accident. In this paper, when interaction force between wheel and rail happens to wheel-set of tilting vehicles, it analyzes stress distribution and verified safety.

• Proceedings of the KSR Conference
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• 2004.06a
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• pp.219-223
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• 2004

Korea Railroad Research Institute(KRRI) propelled sensing and measurement techniques development for measure of Lateral Force and Vertical Force With Italy to international cooperation research project for laser technology for measurement of wheel/rail interaction force. In this paper, we compared the laser technology for measurement of wheel/rail interaction force with the existing method. And then, we suggests interaction force measurement system procedure of hereafter.

• International Journal of Railway
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• v.8 no.1
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• pp.1-4
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• 2015

An accurate measurement of the train-track interaction forces is important for track performance evaluation. In the field calibration test as a wheel load measurement process, the calibration system creates a different boundary condition in comparison with that in the train wheel passage. This study aims to evaluate a reliability of the field calibration test in the process of wheel load measurement. Finite element models were developed to compare the deformed shapes, bending moment and shear force profiles on the rail section. The analysis results revealed that the deformed shapes and their associated bending moment profiles on the rail are significantly different in two numerical simulations of the calibration test and the train wheel load passage. However, the shear stress profile on the rail section of the strain gauge installation in the field was almost identical, which may imply that the current calibration test is sufficiently reliable.

• Transactions of the Korean Society of Automotive Engineers
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• v.21 no.3
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• pp.1-14
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• 2013

In this paper, a finite element analysis technique of rolling stock models for collision-induced derailments was suggested using rolling contacts for wheel-rail interaction. The collision-induced derailments of rolling stock can be categorized into two patterns of wheel-climb and wheel-lift according to the friction direction between wheel flange and rail. The wheel-climb derailment types are classified as Climb-up, Climb/roll-over and Roll-over-C types, and the wheel-lift derailment types as Slip-up, Slip/roll-over and Roll-over-L types. To verify the rolling contact simulations for wheel-rail interaction, dynamic simulations of a single wheelset using Recurdyn of Functionbay and Ls-Dyna of LSTC were performed and compared for the 6-typical derailments. The collision-induced derailment simulation of the finite element model of KHST (Korean High Speed Train) was conducted and verified using the theoretical predictions of a simplified wheel-set model proposed for each derailment type.

• International Journal of Railway
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• v.7 no.4
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• pp.109-116
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• 2014

For optimization of a low-noise track system, rail vibration and noise radiation needs to be investigated. The main influencing parameters for the noise radiation and the quantitative results of every track system can be obtained using a calculation model of generation and radiation of railway noise. This kind of model includes contact modeling and the calculation model of the dynamic properties of the wheel and the rail. This study used a nonlinear wheel/rail interaction model in the time domain to investigate the excitation of the rolling noise. Wheel/rail response is determined by time integrating Green's function of the rail together with force impulses from the wheel/rail contact. This model and the results of the study can be used for supporting calculation with the conventional model by an addition of the contributions due to nonlinearities to the roughness spectrum.

• Proceedings of the KSR Conference
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• 2009.05b
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• pp.225-230
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• 2009

From the view point of railway vehicle dynamics, the interaction between wheel and rail have an huge effect on the behavior of the vehicle. This phenomenon is an unique motion, only for railway vehicles. Furthermore, close investigation of the backgrounds of the interaction is the key to estimate the dynamic behavior of the vehicle, successfully. To evaluate the model including flexible bodies such as car body and catenary system of the next generation express train, it is necessary to develop proper dynamic solver including a wheel rail contact module. In this study, wheel-rail contact module is developed using the general purpose dynamic solver. First of all, the procedure for calculation of the wheel-rail contact force has been established. Generally, yaw angle of the wheelset is ignored. Sets of information are summarized as tables and splined for further uses. With this information, normal force and creep coefficient can be extracted and used for FASTSIM algorithm, which has been shown good reliability over years. Normal force and longitudinal, lateral force at the contact surface are also calculated. Those data are verified by commercial railway simulation program 'VAMPIRE'. This procedure and program can offer a basic process for estimation of the dynamic behavior and wear of the wheel-rail system, even while running on the curved rail. Finally, multi-dimensional inspection tool will be developed including the prediction of the derailment.

• The Journal of the Convergence on Culture Technology
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• v.8 no.5
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• pp.547-552
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• 2022

In this study, shape-based track management by analyzing track irregularity was studied in terms of force-based track irregularity analysis by numerical analysis of wheel-rail interaction force using by the measured vertical irregularity. The effect of the vertical irregularity of the track due to the difference in track types on the wheel-rail interaction force and the track acceleration in the connecting section of the sleeper floating track and the direct fixation track on concrete bed were analyzed. As the results of this study, the measured vertical irregularity was directly affect the vertical wheel load (the wheel-rail interaction force) and the rail acceleration, and it has been demonstrated to change consistently. In this study, the adequacy and necessity of the force-based track irregularity analysis method was verified based on the wheel-rail interaction analysis using the the measured vertical irregularity.