Describing and assessing track geometry quality

Haigermoser, Andreas; Eickhoff, Bridget; Thomas, Dirk; Coudert, Frederic; Grabner, Gerald; Zacher, Manfred; Kraft, Sönke; Bezin, Yann

doi:10.1080/00423114.2014.889318

Cited by 18 publications

(29 citation statements)

References 10 publications

(14 reference statements)

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“…A simple approach could be to determine the peak values (reversal points) of the signals and use their amplitudes. However, in an approach applied to the DYNOTRAIN data, [92] it is supposed that the vehicle response will not only depend on the amplitude of the track defect but also on its length. This is obtained by approximating the track geometry by triangles of variable length and height.…”

Section: 312mentioning

confidence: 99%

See 1 more Smart Citation

Road and track irregularities: measurement, assessment and simulation

Haigermoser

Luber²,

Rauh

et al. 2015

Vehicle System Dynamics

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Road and track irregularities have an important influence on the dynamic behaviour of vehicles.Knowledge of their characteristics and magnitude is essential for the design of the vehicle but also for comparable homologation and acceptance tests as well as for the planning and management of track maintenance. Irregularities of tracks and roads are regularly measured using various measurement technologies. All have advantages and weaknesses and require several processing steps. Characterisation of irregularities is done in the distance as well as in the wavelength domain. For rail irregularities, various distance domain description methods have been proposed and are in use. Methods have been analysed and compared with regard to their processing steps. Several methods have been analysed using measured irregularity and vehicle response data. Characterisation in the wavelength domain is done in a similar way for track and road irregularities. Here, an important issue is the estimation of the power spectral densities and the approximation by analytical formulas. For rail irregularities, periodic defects also play an important role. The use of irregularities in simulations requires various processing steps if measured irregularities are used, as well as if synthetic data are utilised. This paper gives a quite complete overview of rail irregularities and points out similarities and differences to the road.

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Section: 312mentioning

confidence: 99%

“…[92] The parameterisation using the wavelet analysis was based on the continuous wavelet transform using the Mexican Hat wavelet. In order to describe the track geometry by characteristic values indicating the amplitude and the length of the defects, the maximum values of the coefficient matrix are identified.…”

Section: 312mentioning

confidence: 99%

Road and track irregularities: measurement, assessment and simulation

Haigermoser

Luber²,

Rauh

et al. 2015

Vehicle System Dynamics

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“…There is no paper for WP2, but see a previous publication. 4 WP3 had the objective to define an effective conicity for vehicle acceptance in both EN 14363 and the rolling stock TSI. This work is covered by the paper 'A multi-national survey of the contact geometry between wheels and rails' by Zacher et al…”

Section: Dynotrainmentioning

confidence: 99%

Special Issue: AeroTRAIN and DynoTRAIN projects

2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Using track data from DynoTRAIN WP 1 [1] and WP 2 [2] and wheel and rail profiles from WP 3 [3], a number of vehicle dynamic simulations were also undertaken to confirm the relationships found and investigate others, such as with wheel-rail friction, that were not available from the tests.…”

Section: Introductionmentioning

confidence: 99%

Track loading limits and cross-acceptance of vehicle approvals

Eickhoff

Mazzola²,

Bezin

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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The requirements for track loading limits are one of the main barriers to simple crossacceptance of vehicles where rolling stock that is already operating successfully in one (or more) networks has to be re-tested before it can be approved for operation on another network. DynoTRAIN WP 4 studied this area in order to determine whether the additional requirements were justified, or if the process could be made much cheaper and simpler without increasing the risk of track deterioration for the networks.The review of national requirements identified modified criteria and limit values for track forces in some member states but these can be obtained from additional analysis of the normal test results with no new tests required. The influence of design rail inclination has also been found not to be significant, provided a realistic range of wheel-rail contact conditions are included in the tests. For line speeds greater than or equal to 160km/h the current standards for track construction across the member states appear to be similar. On lower speed lines in some countries, a 'weaker' track condition may require a lower limit on one of the vehicle assessment parameters.Track dynamics modelling has shown that the vehicle assessment parameters used in international standards are suitable for use in cross-acceptance for track forces. The use of multiple regression analysis allows the estimated maximum value for relevant parameters to be evaluated for different target conditions and then compared with the appropriate limit value, or with values for existing, comparable vehicles. Guidance has also been provided on the relevant parameters to consider when developing operating controls for different types of track deterioration.

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Describing and assessing track geometry quality

Cited by 18 publications

References 10 publications

Road and track irregularities: measurement, assessment and simulation

Road and track irregularities: measurement, assessment and simulation

Special Issue: AeroTRAIN and DynoTRAIN projects

Track loading limits and cross-acceptance of vehicle approvals

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