Dynamic Wheel–Rail Interaction Over Rail Squat Defects

Kaewunruen, Sakdirat; Ishida, Masaharu; Marich, S

doi:10.1007/s40857-014-0001-4

Cited by 35 publications

(11 citation statements)

References 12 publications

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“…As the vital components in the railway transportation network, wheel and rail play an indispensable part in the stability and safety of railway operation. With the rapid development of railway transportation network throughout the world and the ever-increasing train axle load and traffic volume, the service condition between the wheel and track has become harsher and more complex, and thus the defects induced by the dynamic wheel/rail interaction are prone to come into being, such as cracks [1], corrugation [2], spalling [3] and squats [4]. If these diseases are not effectively eradicated in time, they can eventually engender the partial or complete failure of wheel/rail and even bring about the risk of derailment.…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Liu

Quan

Wan

et al. 2020

Metals

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To guarantee the smooth operation of trains, rail grinding and wheel turning are necessary practices to remove surface defects. Surface integrity of machined wheel/rail materials is significant to affect their tribological performance. In this paper, firstly, the wheel specimens were turned by a CNC lathe and the rail specimens were ground by a cylindrical grinding machine with various machining parameters. Then, the wear and damage behavior of the machined wheel/rail discs was systematically investigated via a twin-disc wear testing apparatus under dry rolling-sliding condition. The experimental results show that the surface hardness of rail discs after machining is slightly higher than that of wheel discs, while the surface roughness and plastic deformation layer of wheel discs are much larger than those of rail discs. The surface hardness increase degree of rail discs and their thickness of plastic deformation layer are greater than those of wheel discs after the rolling-sliding test. The wear loss of wheel discs is much larger than that of rail discs. Surface roughness, hardness and plastic deformation layer of wheel/rail discs after machining exert a comprehensive effect on the wear behavior, and friction pair with appropriate original surface hardness and roughness generates the smallest amount of wear loss.

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Section: Introductionmentioning

confidence: 99%

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Liu

Quan

Wan

et al. 2020

Metals

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“…In one experimental investigation, the sleeper's vibration characteristics, including the dynamic effects of sleeper/ballast interactions, were investigated through a modal analysis to predict the railway track's dynamic response [4]. Dynamic wheel/ rail interactions, which significantly contribute to impact vibration and noise, were also investigated for rail and wheel surface defects in field measurements and numerical simulations [5][6][7][8]. When considering the future of the railway management, it is impossible to disregard the necessity for frequent maintenance that is dependent upon manual aid.…”

Section: Introductionmentioning

confidence: 99%

Vertical Natural Vibration Modes of Ballasted Railway Track

Aikawa¹

2018

New Trends in Structural Engineering

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Impact loads from running trains induce natural vibration within the ballast layer, which causes ballast deterioration over time. This study measured the natural vibration characteristics of the ballast layer using field measurements, full-scale impact loading experiments and large-scale finite element analysis. Experimental test results indicate that the vibration components in the high-frequency range are dominant in ballast responses under loading and that ballast motions during unloading are mainly induced by vibration components in the low-frequency range, causing large displacement over a long duration. Numerical results indicate that the normal frequency of the vertical elastic vibration mode is detected at approximately 310 Hz and that the rigid-body bounce mode of the ballast layer occurs at one-third of the elastic vibration mode frequency. They coincide substantially with values held by field measurements. Stress acting on the angular part of the ballast is more than 1000 times greater than the average loading stress under the sleeper bottom. The combined structure, which consists of the ballast layer and sleepers, vibrates easily in synchrony with resonance motions induced by the impulse waves. Improvement of the contact condition on the sleeper bottom is expected to decrease the displacement amplitude of ballast gravel, thereby reducing ballast degradation.

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“…As pointed out in [34], one would have to consider additional mechanical parameters, such as the wheel-rail conditions, to deal with track cant transitions. Kaewunruen et al [35,36] demonstrated that wheel-rail contact forces relate to the curvature distribution, and that rail surface defects, or squats, commonly appear along the transition arc length [36,37]. The smoothness of the spline construction yields extra derivatives, which may assist track cant transition design.…”

Section: Discussionmentioning

confidence: 99%

Exploring Benefits of Using Blending Splines as Transition Curves

Brustad

Dalmo

2020

Applied Sciences

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Track geometry is a fundamental subject in railway construction. With the demand for increased capacity in terms of load and speed, the need for suitable transitions between consecutive track sections is highly relevant. Properly constructed transition curves lead to improved travel comfort, increased safety, and reduced wear. The well known clothoid curve is widely used as a transition curve; however, the linear curvature is not sufficiently smooth to meet the requirements for railways carrying high speed trains or heavy hauls. Blending spline curves are flexible spline constructions possessing favourable smoothness properties at the end points, which makes them considerable for use as transition curves. This paper demonstrates some selected blending splines applied as transition curves between two existing circular arc segments selected from the Ofotbanen railway. The main results in this paper are related to the smoothness at the end points and the behaviour of the curvature of the curves, where the new transition curves were shown to be smoother than the original clothoid. Another new result is the observation that the proposed method allows for the improvement of existing railways without forcing extensive changes to the original track. Some representative examples are included to highlight the flexibility of this first instance of blending splines as transition curves.

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Dynamic Wheel–Rail Interaction Over Rail Squat Defects

Cited by 35 publications

References 12 publications

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition

Vertical Natural Vibration Modes of Ballasted Railway Track

Exploring Benefits of Using Blending Splines as Transition Curves

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