In Track Quality Control and Assessment of Rails

Esveld, C

doi:10.1007/978-94-015-8151-6_12

Cited by 207 publications

(361 citation statements)

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“…Neglecting rail irregularities, the contact force between wheel and rail may be determined using Hertz theory through the following formula: [14]   raill wheel y…”

Section: Vehicle-track Systemmentioning

confidence: 99%

An Investigation on the Effect of Rail Corrugation on Track Response

Fesharaki¹

2016

IJSEA

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Rail corrugation increases life cycle cost of both track and vehicle and is one of the main reasons of track and vehicle defects. To address this problem, this paper explores the effect of rail corrugation on track response. A Finite Element model developed to consider vehicle and track characteristics. Vehicle is a 10 degree of freedom mass-spring-dashpot model which can simulate vertical displacements and rotations. Rail is modeled as an Euler-Bernoulli beam with two degrees of freedom at each node which lies on discrete support to simulate sleeper and fastening system support. The total train-track matrices of mass, damping and stiffness have been formed. Solving the differential equations of motion in time domain for each time step results the response of track to train dynamic forces. A sensitivity analysis has been performed to explore the effect of different train and track parameters on rail displacement. The results of analyses show the effect of corrugation depth and wavelength as well as train speed and axle load on rail deflections and demonstrate the importance of each parameter in the studied range.

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“…Neglecting rail irregularities, the contact force between wheel and rail may be determined using Hertz theory through the following formula: [14]   raill wheel y…”

Section: Vehicle-track Systemmentioning

confidence: 99%

An Investigation on the Effect of Rail Corrugation on Track Response

Fesharaki¹

2016

IJSEA

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“…The material model for the comparative study is listed in Table 2. Zhao and Li [9] determined elastic-plastic material model in reference to literature [19,20]. The difference in the case 4 and 5 is material properties of the wheel part.…”

Section: Materials Properties Of the Assemblymentioning

confidence: 99%

“…One of the cases assumes elastic wheel material, while the other one is elastic-plastic material property for wheel. Table 2 Parameters of elastic-plastic material model [9,19,20] …”

Section: Materials Properties Of the Assemblymentioning

confidence: 99%

Analysis of the wheel and rail frictionless normal contact considering material parameters

Özdemir¹,

Voltr²

2016

J. Appl. Math. Comput. Mech.

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Abstract. Wheel and rail contact is a transport application of contact mechanics. Outputs of the contact interface are investigated in various perspectives. Examinations of the inputs are generally ignored, but there are assumptions that include material parameters. This study examines the material inputs and assumptions of the previous wheel and rail contact analyses. This study covers the comparison of different elastic material parameters and the effects of the elastic wheel assumption.

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“…탈선 가능성을 평가하는 가장 일반적인 지표는 탈선계수로 식(1)과 같이 윤중과 횡압의 비로 주어진다 [9]. 일반적으로 윤중과 횡압은 각각 차체(car body)의 수직 및 수평가속도 와 직접적인 상관관계를 가지므로 탈선계수는 다음과 같이 차체 상하 및 좌우 가속도로 나타낼 수 있다 [10].…”

Section: 열차 주행안전unclassified

Assessment of Train Running Safety, Ride Comfort and Track Serviceability at Transition between Floating Slab Track and Conventional Concrete Track

Jang¹,

Yang²

2012

Journal of the Korean society for railway

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It is of great importance to assure the running safety, ride comfort and serviceability in designing the floating slab track for mitigation of train-induced vibration. In this paper, for this, analyzed are the system requirements for the running safety, ride comfort and serviceability, and then, the behavior of train and track at the floating slab track including the transition zone to the conventional concrete slab track according to several main design variables such as system natural frequency, arrangement of spring at transition, spacing of spring isolators, damping ratio and train speed, using the dynamic analysis technique considering the train-track interaction. The results of this study demonstrate that the discontinuity of the support stiffness at the transition results in a drastic increase of the dynamic response such as wheel-rail interaction force, rail bending stress and rail uplift force. Hence, it is efficient to decrease the spacing of springs or to increase the spring constants at the transition to obtain the running safety and serviceability. On the other hand, the vehicle body acceleration as a measure of ride comfort is little affected by the discontinuity of the stiffness at the transition, but by the system tuning frequency; thus, to obtain the ride comfort, it is of great significance to select the appropriate system tuning frequency. In addition, the effects of damping ratio, spacing of springs and train speed on the dynamic behavior of the system have been discussed.

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In Track Quality Control and Assessment of Rails

Cited by 207 publications

References 0 publications

An Investigation on the Effect of Rail Corrugation on Track Response

An Investigation on the Effect of Rail Corrugation on Track Response

Analysis of the wheel and rail frictionless normal contact considering material parameters

Assessment of Train Running Safety, Ride Comfort and Track Serviceability at Transition between Floating Slab Track and Conventional Concrete Track

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