Rail weld geometry and assessment concepts

Steenbergen, Michaël; Esveld, C

doi:10.1243/09544097jrrt38

Cited by 32 publications

(43 citation statements)

References 2 publications

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“…Several welding geometry defects have been published as, for example, in [1,[29][30][31]. In the present work the first welding geometry defect shown by Steenbergen in [31] has been chosen.…”

Section: Application Of the Methods For Modelling Forces And Displacemmentioning

confidence: 99%

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A rational fraction polynomials model to study vertical dynamic wheel–rail interaction

Correa

Vadillo

Santamaría

et al. 2012

Journal of Sound and Vibration

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Please cite this paper as: Correa, N., Vadillo, E.G., Santamaria, J., Gomez, J. A rational fraction polynomials model to study vertical dynamic wheel-rail interaction. Journal of Sound and Vibration, Vol. 331, pp. 1844-1858. 2012 Corresponding author. Email: ernesto.garciavadillo@ehu.es Sound and Vibration, Vol. 331, pp. 1844-1858. 2012 NOTICE: This is an electronic version of an article published in Journal of SummaryThis paper presents a model designed to study vertical interactions between wheel and rail when the wheel moves over a rail welding. The model focuses on the spatial domain, and is drawn up in a simple fashion from track receptances. The paper obtains the receptances from a full track model in the frequency domain already developed by the authors, which includes deformation of the rail section and propagation of bending, elongation and torsional waves along an infinite track. Transformation between domains was secured by applying a modified rational fraction polynomials method. This obtains a track model with very few degrees of freedom, and thus with minimum time consumption for integration, with a good match to the original model over a sufficiently broad range of frequencies. Wheel-rail interaction is modelled on a non-linear Hertzian spring, and consideration is given to parametric excitation caused by the wheel moving over a sleeper, since this is a moving wheel model and not a moving irregularity model. The model is used to study the dynamic loads and displacements emerging at the wheel-rail contact passing over a welding defect at different speeds.

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Section: Application Of the Methods For Modelling Forces And Displacemmentioning

confidence: 99%

“…The acceptability of rail welds has been widely studied in [1,2]. These articles present one criterion based on the gradient of the rail surface in the area the geometry of which is affected by the weld, and another based on its curvature.…”

Section: Introductionmentioning

confidence: 99%

A rational fraction polynomials model to study vertical dynamic wheel–rail interaction

Correa

Vadillo

Santamaría

et al. 2012

Journal of Sound and Vibration

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“…Method Selection. In the past, the calculation of dynamic wheel-rail interaction was widely used in the multibody dynamic model [1,2,[7][8][9][10]. The wheelset in these models was generally considered as a rigid body, so that the response of axle-box acceleration, which oscillates as local vibration, cannot be obtained.…”

Section: Transient Finite Element Model Ofmentioning

confidence: 99%

“…Moreover, as vehicle speed increases, wheel-rail high-frequency vibration inspired by short wavelength irregularity cannot be ignored [20]. To represent this characteristic, wheel and rail should be modelled as solid element but not beam as in traditional vehicle-track coupling dynamics model [1,[7][8][9][10]. Considering the above three factors, a 3D high-speed wheel-rail rolling contact FE model (hereinafter referred to as rolling model) is established in this section to accurately solve the dynamic contact behavior at the rail welds.…”

Section: Transient Finite Element Model Ofmentioning

confidence: 99%

“…Thus, conclusions of the above researches are difficult to be applied in the maintenance of actual lines. Steenbergen and Esveld [9,10] evaluated the quality of rail welds using a geometric gradient (the QI method) which can be used for considering any weld geometric forms. Then, in their products [11], some safety thresholds in reference to geometric gradients up to 300 km/h have also been determined according to numerical simulation and engineering experience.…”

Section: Introductionmentioning

confidence: 99%

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Dynamic Response of Wheel-Rail Interaction at Rail Weld in High-Speed Railway

Wang

Xiao

et al. 2017

Shock and Vibration

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As a main part of continuously welded rail track, rail weld widely exists in high-speed railway. However, short-wave irregularities can easily initiate and develop in rail weld due to the limitation of welding technology and thus rail weld has been a main high-frequency excitation and is responsible for deterioration of track components. This work reports a 3D finite element model of wheel-rail rolling contact which can simulate dynamic wheel-rail interaction at arbitrary contact geometry up to 400 km/h. This model is employed to investigate dynamic response of wheel-rail interaction at theoretical and measured rail weld, including wheel-rail force and axlebox acceleration. These simulation results, combined with Quality Index (QI) method, are used to develop a quantitative expression, which can be easily applied for evaluating rail weld deterioration based on measured rail profiles and axle-box acceleration.

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Track dynamic behavior at rail welds at high speed

Xiao

Guo

et al. 2010

Acta Mech Sin

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As a vehicle passing through a track with different weld irregularities, the dynamic performance of track components is investigated in detail by using a coupled vehicle-track model. In the model, the vehicle is modeled as a multi-body system with 35 degrees of freedom, and a Timoshenko beam is used to model the rails which are discretely supported by sleepers. In the track model, the sleepers are modeled as rigid bodies accounting for their vertical, lateral and rolling motions and assumed to move backward at a constant speed to simulate the vehicle running along the track at the same speed. In the study of the coupled vehicle and track dynamics, the Hertizian contact theory and the theory proposed by Shen-Hedrick-Elkins are, respectively, used to calculate normal and creep forces between the wheel and the rails. In the calculation of the normal forces, the coefficient of the normal contact stiffness is determined by transient contact condition of the wheel and rail surface. In the calculation of the creepages, the lateral, roll-over motions of the rail and the fact that the relative velocity between the wheel and rail in their common normal direction is equal to zero are simultaneously taken into account. The motion equations of the vehicle and track are solved by means of an explicit integration method, in which the rail weld irregularities are modeled as local track vertical deviations described by some ideal cosine functions. The effects of the train speed, the axle load, the wavelength and depth of the irregularities, and the weld center position in a sleeper span on the wheel-rail This project was supported by the National

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Rail weld geometry and assessment concepts

Cited by 32 publications

References 2 publications

A rational fraction polynomials model to study vertical dynamic wheel–rail interaction

A rational fraction polynomials model to study vertical dynamic wheel–rail interaction

Dynamic Response of Wheel-Rail Interaction at Rail Weld in High-Speed Railway

Track dynamic behavior at rail welds at high speed

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