WHEEL-RAIL DYNAMICS WITH CLOSELY CONFORMAL CONTACT .2. FORCED RESPONSE, RESULTS AND CONCLUSIONS

The linearized dynamic models for the conformal contact of a wheel and rail presented in reference (1) have been used to calculate the dynam ic response to a prescribed sinusoidal ripple on the railhead. Three m odels have been developed: single-point contact with low or high confo rmity, and two-point contact. The input comprises a normal displacemen t Delta e(i omega t) together with a rotation psi e(i omega t) applied to the railhead. The output comprises rail displacements and forces, contact creepages and forces, and frictional energy dissipation. Accor ding to the Frederick-Valdivia hypothesis, if this last quantity has a component in phase with the input ripple, the amplitude of the ripple will be attenuated, and vice versa. Over most of the frequency range, a purr displacement input (psi = 0) was found to give rise, predomina ntly, to a normal force at the railhead. A purely rotational input (De lta = 0) caused a single point of contact to oscillate across the rail head or, in the case of two-point contact, to give rise to fluctuating out-of-phase forces at the two points. The general tenor of behaviour revealed by the three models was similar: frictional energy dissipati on, and hence wear, increases with conformity and is usually of such a phase as to suppress corrugation growth. Thus the association, found on the Vancouver mass transit system, of corrugations with the develop ment of close conformity between wheel and rail profiles must arise fr om some feature of the system not included in the present models.