Predicting the Effect of Grinding Corrugated Rail Surface on the Wear Behavior of Pearlitic Rail Steel

Tyfour, W.R.

doi:10.1007/s11249-008-9300-y

Cited by 19 publications

(10 citation statements)

References 5 publications

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“…The topical subject includes cause and mechanism, growth model and prediction, and control and mitigation measurement. The metallurgical, dynamical, and tribological factors connecting with corrugation, including rail steel type, resonance of wheelset and rail, pinned-pinned resonance, train speed, axle load, rail pad stiffness, sleeper span, track irregularities, and rail grinding operations, are all involved (5)(6)(7)(8)(9)(10)(11)(12)(13)(14)(15)(16). Because of the different research approaches and specific application contents, despite over a century's worth of studies and research efforts, the fundamental mechanism that causes rail corrugation has not been fully understood and no general agreement on the root cause of corrugation has yet been reached (6,17).…”

mentioning

confidence: 99%

Effect of Rail Pad Stiffness on Vehicle–Track Dynamic Interaction Excited by Rail Corrugation in Metro

Song

Qian

Wang

et al. 2020

Transportation Research Record

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Rail corrugation can cause intense dynamic interaction between train and track, which can reduce riding comfort and lifespan of track structure, and even threaten running safety. Instead of investigating the root cause and growth of corrugation, this case study aims to investigate possible solutions to the excess train–track dynamic interaction excited by rail corrugation in a metro track through both numerical analysis and field experiments. Numerical analysis was performed based on a vehicle–track coupled dynamical model with field-measured rail corrugation information from two curves. The numerical analysis results indicated that rail pad stiffness was the key factor affecting wheel–rail contact force in the studied direct fixation type transit track system. Rail pads with a lower stiffness could reduce the wheel–rail interaction; however, softer rail pads will also increase the rail displacement. Therefore, both the wheel–rail contact force and rail displacement need to be considered while determining the optimal rail pad stiffness. New rail pads with a stiffness of 35 MN/m, which are softer than the original rail pads with a stiffness of 50 MN/m, were recommended for the track in this study. Through field validation and long-term monitoring, new rail pads have been proven to effectively reduce the vehicle–track dynamic interaction and ease the development of rail corrugation to a certain extent. Compared with regular rail grinding, using rail pads with the appropriate stiffness can save transit agencies a tremendous amount of time and cost. The observations from this case study can benefit transit facing rail corrugation problems.

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mentioning

confidence: 99%

Effect of Rail Pad Stiffness on Vehicle–Track Dynamic Interaction Excited by Rail Corrugation in Metro

Song

Qian

Wang

et al. 2020

Transportation Research Record

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“…So, the angle range of remaining frameworks of working car B is set as (a 1 , b 1 ) ( Figure 6). The value of a 1 and b 1 is shown in equations (10) and (11)…”

Section: R300 R80 R13mentioning

confidence: 99%

“…Satoh and Iwafuchi 10 studied the effectiveness of rail grinding to predict RCF damage and their experimental results showed that rail grinding was an effective method to reduce RCF. Tyfour 11 explored the effect of grinding-corrugated rail on the wear process of pearlitic rail. Kalousek et al.…”

Section: Introductionmentioning

confidence: 99%

Optimal design of rail grinding patterns based on a rail grinding target profile

Lin

Guo

Wang

et al. 2016

Proceedings of the Institution of Mechanical Engineers, Part F:

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Based on the grinding target profile of the rail and the grinding capacity of a single grinding stone, a numerical calculation method for rail grinding patterns that includes grinding angle and grinding power of each grinding stone of the GMC96 rail grinding train was designed and established. By means of this numerical method, the grinding pattern of each grinding pass was optimized and the rail head profile after grinding was calculated. Furthermore, a method for the evaluation of the grinding quality is provided. The results indicate that in multipass rail grinding, a sequence of grinding passes – where the greatest grinding effort is applied on the earlier passes, with the last pass applying reducing levels of grinding effort – produces the highest conformance to the target grinding profile. For example, when rail grinding is planned for two passes, applying 60% of the total grinding effort on the first pass and 40% on the second pass decreases the final grinding error by 7.3%.

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“…5 Rail grinding has become an increasingly used approach to tackle rail corrugation, as well as extending the RCF-free life of rails. 20 The application of rail grinding to different rail lines depends on the actual requirements and local running conditions. The significant benefits obtained by rail grinding have been well-documented and verified by various measurement techniques, such as rail profile scanning Mini-Prof and Corrugation Analysis Trolley.…”

Section: Overview Of the Use Of Rail Grindingmentioning

confidence: 99%

Predictive modeling of the rail grinding process using a distributed cutting grain approach

Zhi

Zarembski

2015

Proceedings of the Institution of Mechanical Engineers, Part F:

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High-density railway lines experience a high rate of deterioration on the running surface of the rails; it can be addressed by rail grinding in order to reduce the frequency of rail replacement. Rail grinding includes additional complex features beyond what is usually considered in conventional grinding. Although extensive empirical experience exists to describe rail grinding, it can still be considered to be an emerging field that is in need of predictive theoretical guidance. This paper presents a newly developed modeling approach that is intended to provide a theoretical understanding of the rail grinding process and allow the prediction of rail grinding behavior and performance. The modeling is a bottom-up approach that starts from individual cutting grains and builds up to the rail grinding train level. First, grain distribution modeling is used to build a uniform template for the grinding simulation, based on the assumption of spherical grains with normally distributed sizes. Second, one representative slice is extracted as a grinding surface with stable grains. Protrusion heights and spacing distances of the cutting grains are analyzed to obtain the features of the grinding surface. Then the spherical grains are transformed into decahedrons with arbitrary poses, so as to closely approximate the actual surface of a grinding wheel. Third, the interactions of the cutting grains are combined into a model of a single grinding wheel and compared to test results from a single-wheel test. This allows for the connection between the utilized grinding parameters and the grinding results to be isolated, which is validated with supporting experiments performed on a single wheel. The individual wheel relationships can be combined into a full multi-wheel grinding pattern for estimating the simulation results of a multi-wheel grinding train. Eventually, the comparison between the simulations and grinding tests is used to show the effectiveness of the predictive rail grinding modeling at the level of a rail grinding train.

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Predicting the Effect of Grinding Corrugated Rail Surface on the Wear Behavior of Pearlitic Rail Steel

Cited by 19 publications

References 5 publications

Effect of Rail Pad Stiffness on Vehicle–Track Dynamic Interaction Excited by Rail Corrugation in Metro

Effect of Rail Pad Stiffness on Vehicle–Track Dynamic Interaction Excited by Rail Corrugation in Metro

Optimal design of rail grinding patterns based on a rail grinding target profile

Predictive modeling of the rail grinding process using a distributed cutting grain approach

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