Effect of rail corrugation on vertical dynamics of railway vehicle coupled with a track

Jin, Xuesong; Wang, Kaiyun; Wen, Zefeng; Zhang, Weihua

doi:10.1007/s10409-004-0010-x

Cited by 36 publications

(11 citation statements)

References 16 publications

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“…Different urbanization indicators have been adopted to classify stations with different urbanization levels and to select representative reference stations as benchmark. The most frequently applied indicators include population (total population, urban resident population, and population density) in the urban areas where the stations are located Jones et al, 1990;Portman, 1993;Zhou & Ren, 2005), remote sensing nighttime light level (Hansen et al, 1999;Owen et al, 1998;Peterson et al, 1999), satellite remote sensing surface temperature (Gallo et al, 1993;Ren & Ren, 2011), and satellite remote sensing visible spectral data Gallo et al, 2002;Hansen et al, 2001;Kalnay & Cai, 2003;Yang et al, 2013). The difference in the methods and data set used by the various researchers is one of the main causes of the different estimates obtained for urbanization effects and contributions.…”

Section: Introductionmentioning

confidence: 99%

Urbanization Effect in Regional Temperature Series Based on a Remote Sensing Classification Scheme of Stations

et al. 2019

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Quantifying the urbanization effect on station and regional surface air temperature (SAT) trends is a prerequisite for monitoring and detecting long‐term climate change. Based on the data set of satellite visible spectral remote sensing, a new method is developed to determine the urbanization level around observational sites on varied spatial scales and to classify the sites into different categories of stations (U1, U2, …, U6) with U1 the least and U6 the largest affected by urbanization. Urbanization effect on SAT anomaly series of urban and national stations are then evaluated for the periods of 1980–2015 and 1960–2015. Results show that the percentage of built‐up area in different circumferences of the observational sites can be considered as a good indicator of comprehensive urbanization level of station and can be used to classify stations and to determine reference stations; the largest increase in annual mean SAT (Tmean) during 1980–2015 occurred at U6 stations, and U1 stations registered the weakest annual mean warming. The urbanization level is significantly positively correlated to the linear trends of annual mean Tmean and minimum SAT (Tmin) and significantly negatively correlated to the diurnal temperature range (DTR) change. The data sets of the national reference climate station network and basic meteorological station network show large urbanization effect and contribution, with the annual mean urbanization contributions reaching 28.7% and 25.8% for the periods 1960–2015 and 1980–2015, respectively. For all the national stations (2,286 in total), the urbanization contributions are 17.1% and 14.6% for the two same periods, respectively.

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Section: Introductionmentioning

confidence: 99%

Urbanization Effect in Regional Temperature Series Based on a Remote Sensing Classification Scheme of Stations

et al. 2019

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“…An overview of rail corrugation was given in the state-of-the-art review by Sato et al [20]. In nearly all the models dealing with corrugation, wear was the only damage mechanism of the corrugation growth, and the effect of plastic deformation was neglected [16,[21][22][23][24][25][26][27][28]. According to these models associated with wear mechanism, rail corrugation grows infinitely.…”

Section: Resultsmentioning

confidence: 99%

“…The fluctuating amplitude coefficient C 0 was assumed to be 0.1 and the frequency of the normal contact force variation, f c , was 740 Hz. This frequency was one of the main frequencies that dominated the wavelengths or passing frequencies of the corrugation development [16].…”

Section: Selection Of Simulation Parametersmentioning

confidence: 97%

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Elastic-Plastic Finite-Element Analysis of Repeated, Two-Dimensional Wheel-Rail Rolling Contact under Time-Dependent Load

Wen

Jin

2006

Proceedings of the Institution of Mechanical Engineers, Part C:

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A study was performed using a finite-element model to obtain stresses, strains, and deformations for repeated, two-dimensional rolling contact of a locomotive driving wheel and a rail under time-dependent load. An advanced cyclic plasticity model was used with a commercial finite element code via a material subroutine. The time-dependent load was considered a harmonic variation of the wheel -rail normal contact force. The normal contact pressure was assumed to follow the Hertzian distribution and the tangential force followed the Carter distribution. A wavy profile is formed on the running surface of the rail subjected to the harmonic variation of the normal (vertical) contact force. The developed wavelength of the profile corresponds to the frequency of the normal contact force for the actual train speed. The creepage or rolling -sliding condition plays an important role in the residual strains and deformations, but its influence on the residual stresses is insignificant. The residual stresses at the surface decrease with increasing rolling passes and gradually tend to stabilize. The residual strains and surface displacements increase with increasing rolling cycle, but the increases in residual strain and surface displacement per rolling pass (ratchetting rate) decay. The residual stresses, strains, and deformations near the wave trough of the residual wavy deformation are larger than those near the wave crest. For any given creepage including zero value, when the number of rolling passes increases, the surface depth of the wavy-deformed surface increases but the ratchetting rate decays. The results are useful in investigating the influence of plastic deformation on rail corrugation.

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“…An approach in this sense was presented by Li [8] and Jin et al [9][10][11]. Li proposed a method for calculating wheel wear through non-Hertzian normal contact models.…”

Section: Introductionmentioning

confidence: 99%

Prediction of corrugation in rails using a non-stationary wheel-rail contact model

Baeza

Vila

Roda

et al. 2008

Wear

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a b s t r a c tMost of the models used for simulating the conditions existing in the wheel-rail contact are based on stationary theories. In such theories, the parameters associated with the wheel-rail contact are independent on the conditions applied on it previously. This supposition is a simplification of the real phenomenon, whose validity lies in the rapid convergence of the contact parameters to their stationary values. However, the conditions simulated by means of non-stationary theories may differ from those obtained by using stationary theories when external conditions vary rapidly. Certain types of rail corrugation may be related to high-frequency normal or tangential forces transmitted through the contact, which may determine the effect of the temporal history on the contact parameters, and consequently on the rail wear. In order to investigate the influence of the contact process on the results of models of corrugation calculation, a methodology for estimating the rail wear depth due to a wheel running on a stretch of rail is developed. The method implements an improved contact model where non-stationary hypotheses and an exact elastic model are taken into account. The results show the influence of the more realistic hypotheses adopted in the proposed method.

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Effect of rail corrugation on vertical dynamics of railway vehicle coupled with a track

Cited by 36 publications

References 16 publications

Urbanization Effect in Regional Temperature Series Based on a Remote Sensing Classification Scheme of Stations

Urbanization Effect in Regional Temperature Series Based on a Remote Sensing Classification Scheme of Stations

Elastic-Plastic Finite-Element Analysis of Repeated, Two-Dimensional Wheel-Rail Rolling Contact under Time-Dependent Load

Prediction of corrugation in rails using a non-stationary wheel-rail contact model

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