However, this paper only concentrates on wheel-rail contact.
The wheel-rail contact is modelled using a non-linear Hertz spring.
There are many approaches for the detection of the contact points for wheel-rail contact as documented in [11].
The corresponding expressions for wheel-rail contact condition can be obtained by setting s 0 = ∞ and β = 0.
The side force increases the wheel-track load on the leeward side and the wheel-rail contact force.
The two roller contact is selected as the testing principle to simulate the wheel-to-rail contact.
For simplification, the ellipse area of wheel-rail contact zone was replaced by rectangular area in the load modeling (see Fig. 4).
Another cause for such a difference is the effect of the changing wheel-rail contact point on the arm of force.
The load paths of the rail crack in wheel/rail contact are different from conventional experimental load paths in that the crack propagation direction under wheel/rail contact is uncertain.
vehicle model, a track model with two rails, and an adaptive wheel/rail contact model.
In some locations of the track, the wheel rail contact conicity of the worn wheel is very high, which may probably cause hunting motions of the vehicle system.
