A dynamic track model consists of rail-tie-ballast "Sandwich" upper structure, and a finite 3D soil substructure model is developed and utilized to obtain the loading pulses and pulse combinations introduced by different traffic patterns on the top of the ballast layer.
The results demonstrated that the dynamic wheel-rail contact force induced by track irregularities is lower than that by wind turbulence.
The dynamic properties of rail pads excited by rail vehicle's small-amplitude dynamic loads are time-variable and related to rail vehicle's large-amplitude quasi-static load values on rail pads.
Prior to dieselization and the introduction of dynamic braking and rail oilers, the rails along the curve would be transposed left to right and vice versa to equalize the wear on each rail from the flanges of passing steam locomotives and rail cars, thereby extending their lifespan.
In the process of dynamic measurement, the rail gauge points were extracted in real time and the displacements of the cameras relative to the rail gauge points were obtained.
The framework and technique matching performance of wheel-rail dynamic interaction on the curved track are put forward for modern railways.
Commercial simulation packages offer user friendly methods to obtain dynamic responses of rail vehicles [6].
Moreover, a noticeable reduction of dynamic overloads after rail grinding has been achieved.
The static load and dynamic load per rail are about 50 and 20 kN, respectively.
