Academic literature on the topic 'Rail joint assembly'
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Journal articles on the topic "Rail joint assembly"
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Fan, Yang, Hu Changming, Feng Zhanying, Liu Min, and Wang Xumin. "Research on Connector Assembly System and Control Strategy for Large-scale Panel." Journal of Physics: Conference Series 2281, no. 1 (June 1, 2022): 012010. http://dx.doi.org/10.1088/1742-6596/2281/1/012010.
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Abstract There are technical requirements for the assembly of thousands of separate flange joints on the radar panel. The use of traditional manual assembly has problems such as high labor intensity, low assembly efficiency, and difficulty in uniform assembly quality. Therefore, in response to the above problems, combined with the requirements of high precision of joint assembly position and attitude, and intelligent management and control of the operation process, a set of joint component assembly system based on dual vision positioning, robot + ground rail + multi-axis module drive multi-gripper and electric batch accurate assembly is proposed. The system uses a dual-vision precise guidance control robot + ground rail as the main actuator, and an end effector composed of a multi-gripper assembly module and a lock. Using PLC as the main control center, equipped with robot, host computer, vision and other sub-systems, In this way, a large-scale, high-precision, and high-reliability joint assembly for military products is realized.
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Sen, Prakash Kumar, Mahesh Bhiwapurkar, and S. P. Harsha. "Analyzing behaviour of a rail wheel assembly with alumino thermite weldment with modal analysis simulations in ANSYS." Journal of Physics: Conference Series 2070, no. 1 (November 1, 2021): 012239. http://dx.doi.org/10.1088/1742-6596/2070/1/012239.
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Abstract The Free vibration response of the Railway track is an important area in the design of the Rail and its joints to improve the ride comfort of the passengers. In this study, the rail weld considered is alumino thermite weldment used in majority of Indian Railways network. This paper aims at the study of the vibration response of rail wheel assembly having an AT weld on as a rail joint subjected to free vibration and to find the Natural frequencies of vibration and mode shapes. The geometric model of rail and weldment with wheel and axle components is modelled using Space-claim which is a part of ANSYS package and analysed using numerical simulation package ANSYS 2020 Workbench. In this work, free vibration analysis or modal analysis of the rail weld is carried out to extract the first few modes of vibration. The Natural frequencies obtained along with the corresponding mode shapes of the rail weldment show that they are within the permissible range specified by the standards of railway department also for better ride comfort of the passenger.
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Sen, Prakash Kumar, Mahesh Bhiwapurkar, and S. P. Harsha. "Numerical Simulation and Parametric Analysis of Fatigue Crack in UIC60 Rail Thermite Welded Joint." IOP Conference Series: Materials Science and Engineering 1206, no. 1 (November 1, 2021): 012027. http://dx.doi.org/10.1088/1757-899x/1206/1/012027.
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Abstract The mechanism of rail-wheel contact is the most essential field of study in railway engineering since it requires extensive application expertise, diagnostic skills, and a trustworthy analysis technique. In this research the fatigue life of a UIC60 rail AT weld under vertical load and its parametric effect has been studied, and for that a three-dimensional elastic-plastic finite element model is created using ANSYS space-claim software, and then finite element method is employed to analyse the full-scale model of wheel-track and weld system with realistic three-dimensional solution. Model assembly components include axle, wheel, and thermite-welded rail. Simulation of contact between wheel and UIC60 rail weld with crack on weld at angles of 30 and 60 degrees with different coefficients of friction between the weld wheel contact and between crack surfaces was carried out under vertical loadings. In general, the Hertz contact theory assumptions are taken into consideration throughout the analysis, and the impacts on fatigue life are given by using damage mechanics method. The results of the wheel/weld fatigue crack analysis have been displayed to demonstrate the influence of different parameters on the fatigue life of cracks. The purpose of this study is to identify and safeguard the rail against failure, as well as to ensure the safety of passengers and to reduce the cost of maintaining the rail system.
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Sen, Prakash Kumar, Mahesh Bhiwapurkar, and S. P. Harsha. "Estimation of fatigue life parameters of an Alumino Thermic weld on UIC60 rail joint using LEFM." Journal of Physics: Conference Series 2115, no. 1 (November 1, 2021): 012051. http://dx.doi.org/10.1088/1742-6596/2115/1/012051.
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Abstract At wheel track contact point, the high stress concentration, poor weld quality, and heterogeneity of weld material are the main factors that cause fatigue crack on any rail weld. Railway network agencies are concerned about the safety of the railway track when it comes to detecting and fixing weld faults to avoid vehicle derailment and loss of lives. This study analysed a numerical simulation of fatigue crack and its evolution under loaded service condition. A 3-D CAD wheel rail weld assembly model was built to study an AT welded joint under fatigue, and for stress concentration factor (SIF) calculation. The results are found by inserting a semi elliptical crack on the rail weld head surface with ANSYS, and then numerical simulation has been performed to get the different three modes of SIF at rail weld crack. The analysis findings data was recorded with critical fracture parameters of SIFs and its number of cycles to failure using LEFM technique and respective results have been plotted. With ANSYS the stress intensity on a crack will be resulted. By using numerical method, the critical crack size and number of cycle load with fatigue life of rail would be determined. The numbers of rail weld inspection per year has been determine by using the maximum number of cycle. The aim of this paper is to develop an effective inspection and maintenance frequency based on rolling contact surfaces crack propagation analyse. This will help to prevent the occurrence of rail failure by taking the required action at the right time, and extend the rail life expectancy, reduce the rail maintenance work and its cost.
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He, Gaiyun, Panpan Shi, Longzhen Guo, and Bohui Ding. "A linear model for the machine tool assembly error prediction considering roller guide error and gravity-induced deformation." Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical Engineering Science 234, no. 15 (March 17, 2020): 2939–50. http://dx.doi.org/10.1177/0954406220911401.
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In assembly, error prediction and control according to the error state of the machine parts are the key links to ensuring the accuracy of the entire machine tool. In this study, an assembly error modeling method considering the error of the roller guide and gravity-induced deformation is proposed. First, based on the Hertz contact theory, a nonlinear error propagation model for the roller guide to the moving part is proposed. With this model, the analytical relationship between the straightness error of the guide rail and the errors of the moving part can be established. Then, after the linearization of the guide error model, a machine assembly error model considering the guide error is proposed. This model expresses the linear relationship between the error of the rolling joint surface and the error of the machine tool after the final assembly. Additionally, considering the influence of gravity deformation of structural parts, the gravity deformation is extracted by the finite element analysis method and added to the model by linear superposition. As a result, the model corresponds more with the practical assembly process. Finally, an assembly error prediction method of the precision horizontal machining center is presented, and a case is studied to demonstrate the validity of the proposed model and method.
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Jezzini-Aouad, M., Patrick Flahaut, Saïd Hariri, D. Zakrzewski, and L. Winiar. "Improving Fatigue Performance of Alumino-Thermic Rail Welds." Applied Mechanics and Materials 24-25 (June 2010): 305–10. http://dx.doi.org/10.4028/www.scientific.net/amm.24-25.305.
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Rail transport development offers economic and ecological interests. Nevertheless, it requires heavy investments in rolling material and infrastructure. To be competitive, this transportation means must rely on safe and reliable infrastructure, which requires optimization of all implemented techniques and structure. Rail thermite (or alumino-thermic) welding is widely used within the railway industry for in-track welding during re-rail and defect replacement. The process provides numerous advantages against other welding technology commonly used. Obviously, future demands on train traffic are heavier axle loads, higher train speeds and increased traffic density. Thus, a new enhanced weld should be developed to prevent accidents due to fracture of welds and to lower maintenance costs. In order to improve such assembly process, a detailed metallurgical study coupled to a thermomechanical modeling of the phenomena involved in the rail thermite welding process is carried out. Obtained data enables us to develop a new improved alumino-thermic weld (type A). This joint is made by modifying the routinely specified procedure (type B) used in a railway rail by a standard gap alumino-thermic weld. Joints of type A and B are tested and compared. Based on experimental temperature measurements, a finite element analysis is used to calculate the thermal residual stresses induced. Besides, experimental investigation was carried out in order to validate the numerical model. Hence, X-Ray diffraction has been used to map the residual stress field that is generated in welded rail of types A and B. In the vicinity of the weld, the residual stress patterns depend on the thermal conditions during welding. Their effect on fatigue crack growth in rail welds is studied. In the web region, both longitudinal and vertical components of residual stresses are tensile, which increases the susceptibility of that region to crack initiation and propagation from internal material defects. Indeed, weld fracture in track initiates at the web fillet. Thus, to be closer to real issue, fatigue tests specimens has been defined within the split-web area. Fatigue tests was performed on the defined specimens, welded by conventional and improved processes and obtained results adjudicates on the new advances.
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Sen, Prakash Kumar, Mahesh Bhiwapurkar, and S. P. Harsha. "A Numerical Simulation of UIC60 Rail-Weld's Fatigue and Crack Growth under Wheel Frictional Contact and Bending." Advanced Engineering Forum 45 (April 4, 2022): 31–42. http://dx.doi.org/10.4028/p-27z21t.
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In service condition rail joints, especially the weldments are under the action of various loadings which are not only working in multiple axis direction but also time-dependent having a cyclic and mixed-mode in nature and non-relative to each other. The surface of the rail and its weldment is acted by very high repetitive stress through the wheel and because of this contact stress the running surface or subsurface may have cracks or fractures due to fatigue. This work is based on numerical simulation of an aluminum thermite weldment on a UIC 60 rail under multi-axial fatigue crack propagation under the friction with surficial interaction between weldment and wheel with bending load due to vertically applied load through the wheel on the weld. Since contact is highly influenced by vertical load and also for minimizing the simulation time the lateral and longitudinal traction forces are not included in this study. The work formulation and discretization have been done with the finite element method and a non-linear lagrangian algorithm solver is applied. A 3-D rail-weld wheel model assembly and a semi-elliptical crack as a flaw on the weld surface are used to identify 3-Modes of SIFs along with its graphical plot generation. Simulation is performed under multi-axial weld wheel surface contact at different locations on weld running surface, taking into account varying position of fracture crack on weld 3-D model to calculate fracture life of weld joint and observation of fatigue crack propagation. This work involves the numerical and theoretical approach of fracture mechanics on created FE fatigue model using the Linear Elastic Fracture Mechanics (LEFM) method following Paris law for fracture mechanics. All the numerical simulation for critical fracture dimension and cycle count with stress intensity factor for weld failure data is estimated using software ANSYS 2020 academic and plotted, then comparison of predicted and observed transverse crack growth behavior and fatigue life of weld, based on Millions Gross Tonnes (MGT) is discussed.
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Zhang, Jian Fu, Zhi Jun Wu, Ping Fa Feng, and Ding Wen Yu. "Dynamic Modelling and Analysis of Rectangle-Shaped Plastic-Coated Slideways in Machine Tools." Applied Mechanics and Materials 50-51 (February 2011): 37–41. http://dx.doi.org/10.4028/www.scientific.net/amm.50-51.37.
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The plastic-coated slideways have been widely used for form-generating movement in machine tools. Its dynamic behavior plays an important role in the vibration properties of the whole machine. In this work, according to the situation that researches on this subject were rather insufficient, a theoretical research was analyzed concerning the stiffness and damping characteristics of rectangle-shaped plastic-coated slideways. The mathematical model was firstly suggested especially based on the assembly of the saddle and worktable. Both stiffness and damping characteristics on vertical and horizontal directions were theoretically determined. To derive the governing motion equation of the slideway system, the carriage and rail were considered as rigid bodies and connected with a series of spring and damping elements at the joint face. Moreover, through the Lagrange’s approach, the frequencies of the carriage at vertical, pitching, yawing and rolling vibration mode were identified.
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Zhang, Wencui, Jian Zhang, Jingru Yan, and Yaohong Zhu. "Selection of the Key Segment Position for Trapezoidal Tapered Rings and Calculation of the Range of Jack Stroke Differences with a Predetermined Key Segment Position." Advances in Civil Engineering 2021 (December 24, 2021): 1–9. http://dx.doi.org/10.1155/2021/3606389.
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It is generally accepted that selecting the key segment position for trapezoidal tapered rings and controlling the shield machine advancement are challenging tasks for shield tunneling projects. In this work, we propose a method for calculating the key segment position based on the shield tail gap, jack stroke difference, and lining trend. To calculate all possible key segment positions other than that corresponding to the straight joint configuration, the shield tail gap that remains after segment assembly and the jack stroke difference corresponding to the advancement of the segmental lining and lining trend were computed; then, values and importance coefficients were assigned to these factors according to current operating conditions. To ensure that the segmental lining can be assembled successfully with the calculated key position, we established a model to calculate the change in the shield tail gap before and after shield machine advancement based on the spatial relationships of the shield machine, the currently installed segmental rings, and the segment to be installed. Further, we propose a method for calculating the range of jack stroke differences when the predetermined “permitted shield tail gap” and key position are provided. The method is based on the change in the shield tail gap calculated with the above model and the positional relationship between the shield machine’s actual axis and the designed tunnel axis after the current segmental ring has been assembled. The calculated range of jack stroke differences may then be used to control the advancement of the shield machine. We validated the viability of our methods by using the data of Phase 1 works on Line 2 of the Ningbo Rail Transit system.
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Németh, Attila, and Szabolcs Fischer. "INVESTIGATION OF THE GLUED INSULATED RAIL JOINTS APPLIED TO CWR TRACKS." Facta Universitatis, Series: Mechanical Engineering 19, no. 4 (December 12, 2021): 681. http://dx.doi.org/10.22190/fume210331040n.
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This article summarizes the research results related to our own conducted extensive laboratory tests of polymer composite and steel fishplated glued insulated rail joints (GIRJs), namely axial tensile tests as well as vertical static and dynamic tests. The investigation dealt with the examination of GIRJs assembled with steel and special glass-fiber reinforced plastic (polymer composite) fishplates, both of them for CWR railway tracks (i.e. so-called gapless tracks or, in other words, railway tracks with continuously welded rails). The exact rail joint types were MTH-P and MTH-AP, consistently. The MTH P types have been commonly applied for many years in the CWR tracks in Europe, mainly in Hungary. The MTH-AP rail joints consist of fishplates that are produced by the APATECH factory (Russia). They are made of a fiberglass-amplified polymer composite material at high pressure and controlled temperature. This solution can eliminate electrical fishplate lock and early fatigue failures just as it can ensure adequate electrical insulation. The advantage of such rail joints can be that they are probably able to ensure the substitution of the glued insulated rail joints with relatively expensive steel fishplates currently applied by railway companies, e.g. Hungarian State Railways (MÁV). The aim of the mentioned research summarized in this paper is to formulate recommendations on technical applicability and on the technological instructions that are useful in everyday railway operation practice on the basis of the measurements and tests carried out on rail joints in laboratory.
Dissertations / Theses on the topic "Rail joint assembly"
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(9815870), Nirmal Mandal. "Failure of railhead material of insulated rail joints." Thesis, 2011. https://figshare.com/articles/thesis/Failure_of_railhead_material_of_insulated_rail_joints/13461620.
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"Aim of this research is to examine the impact fatigue failure of the railhead of the IRJ [insulated rail joints] and determine actions that can be taken to prolong IRJ life in the track. Mechanical fatigue and plastic deformation (metal flow) of the railhead in the vicinity of the IRJs are the main aspects considered in the research"--p. 3.
Books on the topic "Rail joint assembly"
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Oliver, Koppell G., and New York (State). Legislature. Assembly. Committee on Corporations, Authorities, and Commissions. Subcommittee on Mass Transit and Rail Freight, eds. Joint public hearing on subway door safety: [before the] New York State Assembly Standing Committee on Corporations, Authorities and Commissions [and its] Subcommittee on Mass Transit and Rail Freight : New York City, Assembly hearing room ... March 20, 1986. New York City: EN-DE Reporting Services, 1986.
Find full textBook chapters on the topic "Rail joint assembly"
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Evtukh, E. S., and G. A. Neklyudova. "Distributing Contact Pressures and Stresses in the Rail Joint Zone During the Railroad Track Assembly." In Proceedings of the 8th International Conference on Industrial Engineering, 360–69. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-031-14125-6_36.
Full textConference papers on the topic "Rail joint assembly"
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Rippe, Christian, Anil Kapahi, and Brian Lattimer. "Modeling the Thermo-Structural Response of Railcar Floor Assemblies During Standard Fire Resistance Tests." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6241.
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Performing fire endurance tests of railcar floor assemblies in accordance with NFPA 130 is expensive given the minimum size requirements of 3.7 m (12 ft) in length and the full vehicle width. Often it is not financially viable to conduct such tests on several iterations of designs for the purpose of design optimization. Simulations of the fire endurance tests can be performed in place of experiments to provide predictions of floor assembly response of multiple designs at much lower cost. However, capturing the thermo-structural response of the floor assembly requires the ability to model the relevant physical phenomena including softening and weakening of the steel frame, degradation of the fire insulation, and failure of the composite floor. A methodology for performing such simulations was developed under this research addressing each of these phenomena. Temperature dependent thermal and mechanical properties of all modeled materials captures material softening and weakening. Degradation of the insulation was handled through a novel temperature dependent shrinkage approach. Failure models for the sandwich composite floor panels were obtained from literature to predict shear fracture of the core based on a maximum principal shear stress approach and delamination of the core/facesheet based on a maximum strain energy approach. The developed methodology was applied to the simulation of a fire endurance test of an exemplar railcar floor assembly using the commercial finite element solver Abaqus. The assembly was known to hold a passing rating for a 30-minute fire endurance test according to NFPA 130. The floor assembly consisted of a stainless-steel frame, fiberglass insulation, and a ply-metal composite floor. Sequentially coupled thermal and structural models were developed to predict the thermostructural response of the floor assembly for a 30-minute exposure to the ASTM E119 prescriptive fire curve. User-subroutines were utilized to implement the sandwich composite failure models developed for predicted core shear fracture and core/facesheet delamination. The predicted temperature rise on the unexposed surface of the floor assembly after a 30-minute exposure ranged from 50°C to 90°C. The floor assembly was also predicted to maintain structural integrity with the applied crush load, having a center-point vertical deflection of 161 mm after the 30-minute exposure. This resulted in a predicted pass rating for a 30-minute exposure which agrees with the floor assembly’s actual fire rating.
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do Carmo, Thiago B., J. Riley Edwards, Ryan G. Kernes, Bassem O. Andrawes, and Chris P. L. Barkan. "Laboratory and Field Investigation of the Rail Pad Assembly Mechanistic Behavior." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3784.
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To achieve the performance demands due to growing heavy-haul freight operations and increased high-speed rail service worldwide, advancements in concrete crosstie fastening systems are required. A mechanistic design approach based on scientific principles and derived from extensive laboratory and field investigation has the potential to improve the current best practices in fastening system design. The understanding of failure modes and effects on each component, associated with an improved understanding of load distribution and mechanical behavior, will ultimately increase production and operational efficiency while reducing unscheduled maintenance, track outages, and unplanned additional costs. Improvements on the rail pad assemblies, the components responsible for attenuating loads and protecting the concrete crosstie rail seat, will enhance the safety and efficiency of the track infrastructure. Understanding the mechanistic behavior of rail pad assemblies is critical to improving the performance and life cycle of the infrastructure and its components, which will ultimately reduce the occurrence of potential failure modes. Lateral, longitudinal, and shear forces exerted on the components of the fastening system may result in displacements and deformations of the rail pad with respect to the rail seat and rail base. The high stresses and relative movements are expected to contribute to multiple failure mechanisms and result in an increased need for costly maintenance activities. Therefore, the analysis of the mechanics of pad assemblies is important for the improvement of railroad superstructure component design and performance. In this study, the lateral displacement of this component with respect to the rail base and rail seat is analyzed. The research ultimately aims to investigate the hypothesis that relative displacement between the rail pad and rail seat occurs under realistic loading environments and that the magnitude of the displacement is directly related to the increase in wheel loads.
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Kapahi, Anil, Mark McKinnon, Christian Rippe, and Brian Lattimer. "Evaluation of Standard and Real Fire Exposures to Predict the Temperature Response of a Railcar Floor Assembly." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6240.
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Current standards such as NFPA 130 [1] require railcar floor assemblies to achieve a fire resistance rating according to ASTM E119 [2] by exposing the assemblies to a prescribed 30 minute time-temperature curve using a furnace. Though the ASTM E119 is a standard test procedure, it does not represent a real fire scenario which can have temporal and spatial varying exposure. This work developed a computational framework to evaluate and compare standard fire exposures such as ASTM E119 to real fire exposures to determine the difference in the temperature rise of a railcar floor assembly. The dimensions of the assembly used in this work consisted of the entire width of the railcar ∼3.0 m (10 ft) and a length of 3.7 m (12 ft) as described in NFPA 130. The real fire exposures simulated in this work have been identified in a review [3] of incidents involving fire exposures to railcars in the US and internationally over the past 50 years. The fire exposures consisted of a continuously fed diesel fuel spill, a localized trash fire, and a gasoline spill simulated from a collision of the railcar with an automobile. These realistic fire exposures were applied to a floor assembly model in Fire Dynamics Simulator (FDS) [4] which also included the undercarriage equipment to better capture the fire dynamics. The thermal exposure at the underside of railcar assembly was extracted using the heat transfer coefficient and the adiabatic surface temperature provided by FDS. These spatial-temporal exposures were coupled with a detailed railcar floor assembly finite element (FE) model in ABAQUS [5] to analyze the thermal behavior of the assembly. The thermal model in ABAQUS provided the evolution of temperature in different components of floor assembly consisting of a structural frame, insulation, and a composite floor. The standard scenarios were simulated for two hours instead of the typical 30 minutes to identify the appropriate exposure duration which can better represent a real fire scenario.
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Kapahi, Anil, Christian Rippe, and Brian Lattimer. "Development of a Reduced Scale Fire Resistance Test for a Rail Car Floor Assembly." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1228.
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As specified in NFPA 130, rail car floor assemblies are currently required to undergo a large-scale furnace test to demonstrate their fire resistance, including structural integrity and limited heat transmission. This results in an expensive fire resistance compliance process mostly due to the physical size requirement of test article and the size of the furnace required to test it. Although there is an interest from railcar manufacturers to reduce the physical size of the rail car floor assembly test article, there is no demonstrated approach to justify the use of a smaller test article. This work used finite element modelling to develop an approach which can be used to reduce the size of test article for fire resistance tests. The results of the analysis indicate that the support boundary conditions of the test article should be modified so the test article better represents the floor end-use response. In addition, the test article size can be reduced to a one-third of the current size.
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Rodriguez, Oscar O., Arturo A. Fuentes, and Constantine Tarawneh. "Impact of Hysteresis Heating of Railroad Bearing Thermoplastic Elastomer Suspension Pad on Railroad Bearing Thermal Management." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6209.
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It is a known fact that polymers and all other materials develop hysteresis heating due to the viscoelastic response or internal friction. The hysteresis or phase lag occurs when cyclic loading is applied leading to the dissipation of mechanical energy. The hysteresis heating is induced by the internal heat generation of the material, which occurs at the molecular level as it is being disturbed cyclically. Understanding the hysteresis heating of the railroad bearing elastomer suspension element during operation is essential to predict its dynamic response and structural integrity, as well as to predict the thermal behavior of the railroad bearing assembly. The main purpose of this ongoing study is to investigate the effect of the internal heat generation in the thermoplastic elastomer suspension element on the thermal behavior of the railroad bearing assembly. This paper presents an experimentally validated finite element thermal model that can be used to obtain temperature distribution maps of complete bearing assemblies in service conditions. The commercial software package ALGOR 20.3™ is used to conduct the thermal finite element analysis. Different internal heating scenarios are simulated with the purpose of determining the bearing suspension element and bearing assembly temperature distributions during normal and abnormal operation conditions. Preliminary results show that a combination of the ambient temperature, bearing temperature, and frequency of loading can produce elastomer pad temperature increases above ambient of up to 125°C when no thermal runway is present. The higher temperature increase occurs at higher loading frequencies such as 50 Hz, thus, allowing the internal heat generation to significantly impact the temperature distribution of the suspension pad. This paper provides several thermal maps depicting normal and abnormal operation conditions and discusses the overall thermal management of the railroad bearing assembly.
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Tarawneh, Constantine M., Arturo A. Fuentes, Brent M. Wilson, Kevin D. Cole, and Lariza Navarro. "Thermal Analysis of Railroad Bearings: Effect of Wheel Heating." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63055.
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Catastrophic bearing failure is a major concern for the railroad industry because it can lead to costly train stoppages and even derailments. Excessive heat buildup within the bearing is one of the main factors that can warn of impending failure. A question is often raised regarding the transfer of heat from a wheel during braking and whether this can lead to false setouts. Therefore, this work was motivated by the need to understand and quantify the heat transfer paths to the tapered roller bearing within the railroad wheel assembly when wheel heating occurs. A series of experiments and finite element (FE) analyses were conducted in order to identify the different heat transfer mechanisms, with emphasis on radiation. The experimental setup consisted of a train axle with two wheels and bearings pressed onto their respective journals. One of the wheels was heated using an electric tape placed around the outside of the rim. A total of 32 thermocouples scattered throughout the heated wheel, the axle, and the bearing circumference measured the temperature distribution within the assembly. In order to quantify the heat radiated to the bearing, a second set of experiments was developed; these included, in addition to the axle and the wheel pair, a parabolic reflector that blocked body-to-body radiation to the bearing. The appropriate boundary conditions including ambient temperature, emissivity, and convection coefficient estimates were measured or calculated from the aforementioned experiments. The FE thermal analysis of the wheel assembly was performed using the ALGOR™ software. Experimental temperature data along the radius of the heated wheel, the bearing circumference, and at selected locations on the axle were compared to the results of the FE model to verify its accuracy. The results indicate that the effect of thermal radiation from a hot wheel on the cup temperature of the adjacent bearing is minimal when the wheel tread temperature is at 135°C (275°F), and does not exceed 17°C (31°F) when the wheel tread is at 315°C (600°F).
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Pascual, Fernando, and Jose-Antonio Marcos. "Wheel Wear Management on High-Speed Passenger Rail: A Common Playground for Design and Maintenance Engineering in the Talgo Engineering Cycle." In ASME/IEEE 2004 Joint Rail Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/rtd2004-66033.
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Talgo’s focus on engineering excellence has helped the group to deliver innovative rail products to the market since 1942. Patentes Talgo S.A. (PTSA) provides passenger rail administrations around the world with high speed cars and locomotives, car maintenance equipment and maintenance services. The paper outlines the US experience of Talgo’s Total Logistics Care (TLC) maintenance program, summarizing Talgo’s maintenance approach, practice and overall results. The preventive and corrective maintenance program, the continuous trainset monitoring and the maintenance & design engineering cycle will be covered among other topics. Rolling assembly maintenance and wheel wear management are the two focal points of this paper. Talgo’s rolling assembly design has evolved over 60 years taking full advantage of the design-maintenance engineering cycle. Maintenance engineers and technicians, wheel assembly design engineers and maintenance equipment design engineers work together on a daily basis to improve the design of the rolling assembly and reduce maintenance costs and wheel wear. Enhanced guidance systems and other design improvements help to reduce flange wear on independent axle wheelsets. Also, five decades of in-house maintenance and wheel turning experience using Talgo pit lathes revealed the cutting parameters and frequencies to maximize wheel life. Both wheel wear management design and maintenance practices will be reviewed in the paper.
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Ciloglu, Korhan, Peter C. Frye, Scott Almes, and Sidney Shue. "Advances in Bonded Insulated Rail Joints to Improve Product Performance." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3746.
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Insulated rail joints (IJs) are critical components of railroad track infrastructure. It is essential for IJs to maintain railroad track’s structural continuity while having an important role in track circuit design and implementation. The structural integrity and performance of IJs have been recognized as a key interest area by the railroads as a result of increasing average axle loads and train traffic. While there are many different designs offered by various manufacturers around the globe, the main approach utilized by heavy haul railroads in the US, Canada and many other countries has been to use adhesively bonded insulated joint bars between two rails. This approach offers the benefit of a composite assembly where the continuous bond between rails and bars offer a geometrically uninterrupted transfer of loads between rails and bars. The main components of a bonded IJ are joint bars, insulation material, adhesive, endpost, and bolts or other fasteners. This paper summarizes recent design improvements on these components. The main focus areas of the research are bar design, bar material selection, insulator and adhesive selection and using a novel endpost design for load transfer between two rails. Track support conditions’ impact on IJ performance has also been considered as a factor influencing IJ performance in track and incorporated in the study. The impact of insulation material selection on IJ performance is discussed. Finite element analysis was used extensively in the study where the analysis results were supported by laboratory and field testing. The results of the study indicate dynamic stresses in bonded IJs can be reduced nearly 40% in joint bars by a combination of design improvements on IJ components. Improved bar material properties are expected to lead to considerably reduced risk of bar fatigue failures in track.
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Rodriguez, Oscar O., Arturo A. Fuentes, Constantine Tarawneh, and Robert E. Jones. "Hysteresis Heating of Railroad Bearing Thermoplastic Elastomer Suspension Element." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2257.
Full textAbstract:
Thermoplastic elastomers (TPE’s) are increasingly being used in rail service in load damping applications. They are superior to traditional elastomers primarily in their ease of fabrication. Like traditional elastomers they offer benefits including reduction in noise emissions and improved wear resistance in metal components that are in contact with such parts in the railcar suspension system. However, viscoelastic materials, such as the railroad bearing thermoplastic elastomer suspension element (or elastomeric pad), are known to develop self-heating (hysteresis) under cyclic loading, which can lead to undesirable consequences. Quantifying the hysteresis heating of the pad during operation is therefore essential to predict its dynamic response and structural integrity, as well as, to predict and understand the heat transfer paths from bearings into the truck assembly and other contacting components. This study investigates the internal heat generation in the suspension pad and its impact on the complete bearing assembly dynamics and thermal profile. Specifically, this paper presents an experimentally validated finite element thermal model of the elastomeric pad and its internal heat generation. The steady-state and transient-state temperature profiles produced by hysteresis heating of the elastomer pad are developed through a series of experiments and finite element analysis. The hysteresis heating is induced by the internal heat generation, which is a function of the loss modulus, strain, and frequency. Based on previous experimental studies, estimations of internally generated heat were obtained. The calculations show that the internal heat generation is impacted by temperature and frequency. At higher frequencies, the internally generated heat is significantly greater compared to lower frequencies, and at higher temperatures, the internally generated heat is significantly less compared to lower temperatures. However, during service operation, exposure of the suspension pad to higher loading frequencies above 10 Hz is less likely to occur. Therefore, internal heat generation values that have a significant impact on the suspension pad steady-state temperature are less likely to be reached. The commercial software package ALGOR 20.3TM is used to conduct the thermal finite element analysis. Different internal heating scenarios are simulated with the purpose of obtaining the bearing suspension element temperature distribution during normal and abnormal conditions. The results presented in this paper can be used in the future to acquire temperature distribution maps of complete bearing assemblies in service conditions and enable a refined model for the evolution of bearing temperature during operation.
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Rodriguez, Oscar O., Juan Carbone, Arturo A. Fuentes, Robert E. Jones, and Constantine Tarawneh. "Heat Generation in the Railroad Bearing Thermoplastic Elastomer Suspension Element." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5823.
Full textAbstract:
The main purpose of this ongoing study is to investigate the effect of heat generation within a railroad thermoplastic elastomer suspension element on the thermal behavior of the railroad bearing assembly. Specifically, the purpose of this project is to quantify the heat generated by cyclic loading of the elastomer suspension element as a function of load amplitude, loading frequency, and operating temperature. The contribution of the elastomer pad to the system energy balance is modeled using data from dynamic mechanical analysis (DMA) of the specific materials in use for that part. DMA is a technique that is commonly used to characterize material properties as a function of temperature, time, frequency, stress, atmosphere or a combination of these parameters. DMA tests were run on samples of pad material prepared by three different processes: injection molded coupons, transfer molded coupons, and parts machined from an actual pad. The results provided a full characterization of the elastic deformation (Energy Storage) and viscous dissipation (Energy Dissipation) behavior of the material as a function of loading frequency, and temperature. These results show that the commonly used thermoplastic elastomer does generate heat under cyclic loading, though the frequency which produces peak heat output is outside the range of common loading frequency in rail service. These results can be combined with a stress analysis and service load measurements to estimate internally generated heat and, thus, enable a refined model for the evolution of bearing temperature during operation.