Log in

Relevant bibliographies by topics / Rail roughness / Journal articles

To see the other types of publications on this topic, follow the link: Rail roughness.

Journal articles on the topic 'Rail roughness'

Author: Grafiati

Published: 4 June 2021

Last updated: 29 January 2023

Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles

Select a source type:

Consult the top 50 journal articles for your research on the topic 'Rail roughness.'

Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.

You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.

Browse journal articles on a wide variety of disciplines and organise your bibliography correctly.

1

Zhang, Shuyue, Kun Zhou, Haohao Ding, Jun Guo, Qiyue Liu, and Wenjian Wang. "Effects of Grinding Passes and Direction on Material Removal Behaviours in the Rail Grinding Process." Materials 11, no. 11 (November 15, 2018): 2293. http://dx.doi.org/10.3390/ma11112293.

Full text

Abstract:

A three-dimensional finite element model of rail grinding was established to explore the effects of grinding passes and grinding direction on the material removal behaviour of grinding rails during the grinding process. The results indicate that as the number of grinding passes increases, a decrease in the grinding force reduces both the amount of removed rail material and the surface roughness. There is a decrease in the grinding ratio caused by the increase in the wear on the grinding wheel and the decreased removal of the rail material. When the grinding direction changes, the wear of the grinding wheel decreases, which is contrary to the increasing trend of the amount of removed rail material, the grinding ratio, the surface roughness and the grinding force.

APA, Harvard, Vancouver, ISO, and other styles

2

Tanaka, Hirofumi, and Masashi Miwa. "Modeling the development of rail corrugation to schedule a more economical rail grinding." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 4 (December 17, 2019): 370–80. http://dx.doi.org/10.1177/0954409719894833.

Full text

Abstract:

Rail corrugation should be managed appropriately, as it causes noise, vibration, and degradation of track components and materials. Generally, rail corrugation is managed with the removal of rail surface roughness by rail grinding. However, in many cases, rail corrugation will reoccur after the rail is ground, thereby making the management of the phenomenon difficult for railway operators. For the proper management of rail corrugation, it is necessary to understand the development of rail corrugation and model it mathematically. However, this effort has not been made in previous studies. This paper investigates an efficient method for scheduling a regular grinding maintenance to manage rail corrugation. Using regularly measured data about rail surface roughness on a commercial line, a mathematical model was developed to estimate the growth of rail corrugation. This model was utilized to estimate the effects of the remaining roughness after rail grinding on the maintenance cost and to optimize the maintenance schedule. First, it was confirmed that the development of rail surface roughness of rail corrugation can be expressed in three phases and can be modeled by fitting the functions of growth curves to measurements of rail surface roughness recorded over a long period. Next, the rail grinding strategy was examined by applying this model to realize both effective and economical strategies for the maintenance of rail corrugation. This study confirmed that maintenance costs can be reduced by rail grinding that removes almost all of rail corrugation. In the case of ballasted tracks, it has been found that the optimal grinding schedule can reduce the cost of rail grinding as well as the cost of tamping. These findings can be applied by railway operators tasked with managing maintenance schedules for railway lines at a minimum cost.

APA, Harvard, Vancouver, ISO, and other styles

3

Jeong, Wootae. "Spectral Characteristics of Rail Surface by Measuring the Growth of Rail Corrugation." Applied Sciences 11, no. 20 (October 14, 2021): 9568. http://dx.doi.org/10.3390/app11209568.

Full text

Abstract:

Continuous interaction between wheels and rails during train operation results in rail wear and tear. Corrugation of the rail surface is particularly caused by the contact mechanism between train wheel and rail and increases the vibration and dynamic wheel load, and if continued, leads to various defects and breakage of the track. Many devices are used to measure corrugation accurately, but measurement deviation varies greatly by measuring device. The most common corrugation measurement system measures surface roughness with a vibration acceleration sensor or displacement sensor. Corrugation with different pitches can be calculated by assuming the longitudinal rail surface as a chord with variable wavelength. Recent systems use a measurement model applying multiple sensors for more accurate measurement. This study investigated spectral characteristics of rail surface roughness based on long time measurement results. In particular, spectral changes upon the growth of rail surface wear and corrugation were analyzed when using the measurement system applying the chord offset method with multiple sensors. The results of analysis were verified through the field subway section, a running track undergoing corrugation, three months after initial measurement, and compared the measurement results according to the number of sensors. Additionally, the rail surface wavelength bands that affected measurement value according to the number of sensors were analyzed.

APA, Harvard, Vancouver, ISO, and other styles

4

Mauz, Florian, Remo Wigger, Tobias Wahl, Michal Kuffa, and Konrad Wegener. "Acoustic Roughness Measurement of Railway Tracks: Implementation of a Chord-Based Optical Measurement System on a Train." Applied Sciences 12, no. 23 (November 23, 2022): 11988. http://dx.doi.org/10.3390/app122311988.

Full text

Abstract:

A large part of the noise emissions from rail traffic originates from rolling noise. This is significantly determined by the surface roughness of the wheel and the rail. To quantitatively assess the noise generation from the wheel–rail contact, it is necessary to measure the surface roughness of the rail network. Direct measurements via trolley devices are usually associated with the need for a free track and limitation in velocity. Indirect measurements of rail roughness, such as measuring axle-box accelerations, enable operation during regular passage but only estimate the acoustic roughness. In this study, the potential of an optical and consequently contact-free measurement method using laser triangulation sensors to measure rail roughness from the train is investigated. The approach can combine the advantage of operation during regular passage with the characteristics of a direct measurement, enabling large-scale monitoring of the rail network. A measurement run with a train was carried out on a meter-gauge track at speeds up to 80 km h−1 The results of the optical measurement approach were compared with a tactile reference measurement on the track. The results show good agreement of the new measurement setup for dry rail surface conditions at 50 km h−1, with a mean deviation of 1.48 dB.

APA, Harvard, Vancouver, ISO, and other styles

5

Lack, Tomas, and Juraj Gerlici. "Railway Wheel and Rail Roughness Analysis." Communications - Scientific letters of the University of Zilina 11, no. 2 (June 30, 2009): 41–48. http://dx.doi.org/10.26552/com.c.2009.2.41-48.

Full text

APA, Harvard, Vancouver, ISO, and other styles

6

Xie, Gang, and Simon Iwnicki. "Editorial – ‘Rail Corrugation and Roughness Growth’." Vehicle System Dynamics 49, no. 11 (November 2011): 1709–10. http://dx.doi.org/10.1080/00423114.2011.618218.

Full text

APA, Harvard, Vancouver, ISO, and other styles

7

Jeong, Wootae, and Dahae Jeong. "Acoustic Roughness Measurement of Railhead Surface Using an Optimal Sensor Batch Algorithm." Applied Sciences 10, no. 6 (March 20, 2020): 2110. http://dx.doi.org/10.3390/app10062110.

Full text

Abstract:

Contact and friction between wheel and rail during train operation is the main cause of the rolling noise for which railways are known. Therefore, it is necessary to accurately measure the surface roughness of wheels and rails to monitor railway noise and predict noise around tracks. Conventional systems developed to measure surface roughness have large deviations in measured values or low repeatability. The recently developed automatic mobile measurement platform known as Auto Rail Checker (ARCer) uses three displacement sensors to reduce measurement deviation and increase the accuracy of existing systems. This paper proposes enhancing the chord offset synchronization algorithm applied to the existing ARCer for high measurement precision with only two displacement sensors. As a result, when the two sensor-based measurement algorithm was applied, the spectrum level at λ = 0.314 m, the wavelength amplification associated with wheel diameter, was reduced to at least 6 dB in comparison with that of the three sensors based algorithm. We also verified the accuracy of the proposed batch algorithm through a field test on an operating rail track with a corrugated rail surface.

APA, Harvard, Vancouver, ISO, and other styles

8

Li, Qi, David J. Thompson, and Martin GR Toward. "Estimation of track parameters and wheel–rail combined roughness from rail vibration." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 4 (June 28, 2017): 1149–67. http://dx.doi.org/10.1177/0954409717710126.

Full text

Abstract:

Rolling noise from running trains is significantly influenced by the wheel–rail combined roughness and the dynamic properties of the track. To facilitate predictions of vibration and noise, it is desirable to be able to determine these parameters accurately from field measurements. In this study, an inverse method for the determination of these parameters is adopted and enhanced. A track model that is based on a wavenumber finite element model of the free rail coupled to discrete supports, which allows for the pinned–pinned mode and cross–sectional deformation of the rail, has been used. The rail vibration induced by hammer impacts and the vibration during train passages are simulated using this model, and these results are then applied to illustrate the accuracy of the direct and indirect methods for the estimation of track decay rate. These methods are compared in a case study for a ballasted track for which hammer impact and train pass–by measurements have been obtained. Other track parameters can also be extracted from the measured data by using the advanced track model. Thereafter, a more complete method is adopted to estimate the wheel–rail combined roughness from the measured rail vibration under train passages. A comparison is made among the estimated roughness levels obtained from this full method, an existing simplified method and the direct measurement method. It is found that the simplified method overestimates the roughness around the pinned–pinned resonance frequency, but gives a good estimation if the track decay rates of the loaded track are used.

APA, Harvard, Vancouver, ISO, and other styles

9

Rajaram, Shankar, Hugh Saurenman, and Andrew Wong. "Light Rail Vehicle Noise: Evaluation of Rail Roughness and Noise from Wheel–Rail Interface." Transportation Research Record: Journal of the Transportation Research Board 2571, no. 1 (January 2016): 59–72. http://dx.doi.org/10.3141/2571-07.

Full text

APA, Harvard, Vancouver, ISO, and other styles

10

Jones, Chris J., Fabien Létourneaux, and Pascal Fodiman. "Testing a new rail roughness measurement standard." Journal of the Acoustical Society of America 123, no. 5 (May 2008): 3266. http://dx.doi.org/10.1121/1.2933585.

Full text

APA, Harvard, Vancouver, ISO, and other styles

11

Chiacchiari, L., DJ Thompson, G. Squicciarini, E. Ntotsios, and G. Loprencipe. "Rail roughness and rolling noise in tramways." Journal of Physics: Conference Series 744 (September 2016): 012147. http://dx.doi.org/10.1088/1742-6596/744/1/012147.

Full text

APA, Harvard, Vancouver, ISO, and other styles

12

Liu, Peijie, Yanming Quan, Junjie Wan, and Lang Yu. "Experimental Investigation on the Wear and Damage Behaviors of Machined Wheel-Rail Materials under Dry Sliding Conditions." Materials 14, no. 3 (January 23, 2021): 540. http://dx.doi.org/10.3390/ma14030540.

Full text

Abstract:

Rail grinding and wheel turning can effectively remove surface defects and unevenness, which is a crucial process for the safe and smooth operation of trains. Machined surface integrity of wheel/rail materials significantly influences their tribological property. In this study, firstly, the rail blocks were ground via a cylindrical grinding machine, and the wheel rings were turned by a computer numerical control (CNC) lathe with varied parameters. Then, the sliding wear and damage characteristics of the machined wheel/rail samples under dry conditions were studied by virtue of a block-on-ring tribometer. The results show that the surface microhardness of the ground rail blocks is larger than that of wheel rings, while the surface roughness and the thickness of the subsurface plastic deformation layer (SPDL) of rail blocks are much smaller than those of wheel rings. After sliding, the surface microhardness of wheel/rail samples increases remarkably. The thickness of the SPDL, the wear loss, and the increase degree of surface microhardness of rail blocks are larger than those of wheel rings. Surface microhardness, roughness and the SPDL of the machined wheel/rail samples impose a combined influence on the anti-wear property, and the tribological pair with proper initial surface roughness and microhardness engenders the smallest amount of total wear loss.

APA, Harvard, Vancouver, ISO, and other styles

13

Liu, Peijie, Yanming Quan, Junjie Wan, and Lang Yu. "Experimental Investigation on the Wear and Damage Characteristics of Machined Wheel/Rail Materials under Dry Rolling-Sliding Condition." Metals 10, no. 4 (April 3, 2020): 472. http://dx.doi.org/10.3390/met10040472.

Full text

Abstract:

To guarantee the smooth operation of trains, rail grinding and wheel turning are necessary practices to remove surface defects. Surface integrity of machined wheel/rail materials is significant to affect their tribological performance. In this paper, firstly, the wheel specimens were turned by a CNC lathe and the rail specimens were ground by a cylindrical grinding machine with various machining parameters. Then, the wear and damage behavior of the machined wheel/rail discs was systematically investigated via a twin-disc wear testing apparatus under dry rolling-sliding condition. The experimental results show that the surface hardness of rail discs after machining is slightly higher than that of wheel discs, while the surface roughness and plastic deformation layer of wheel discs are much larger than those of rail discs. The surface hardness increase degree of rail discs and their thickness of plastic deformation layer are greater than those of wheel discs after the rolling-sliding test. The wear loss of wheel discs is much larger than that of rail discs. Surface roughness, hardness and plastic deformation layer of wheel/rail discs after machining exert a comprehensive effect on the wear behavior, and friction pair with appropriate original surface hardness and roughness generates the smallest amount of wear loss.

APA, Harvard, Vancouver, ISO, and other styles

14

Hsu, Li-Shan, Pao-Chang Huang, Chih-Cheng Chou, Kung-Hsu Hou, Ming-Der Ger, and Gao-Liang Wang. "Effect of Nickel–Phosphorus and Nickel–Molybdenum Coatings on Electrical Ablation of Small Electromagnetic Rails." Coatings 10, no. 11 (November 10, 2020): 1082. http://dx.doi.org/10.3390/coatings10111082.

Full text

Abstract:

The electromagnetic rail catapult is a device that converts electrical energy into kinetic energy, which means that the strength of electrical energy directly affects the muzzle speed of armature. In addition, the electrical conductivity, electromagnetic rails and armature surface roughness, and the holding force of the rail are influencing factors that cannot be ignored. However, the electric ablation on the surface of the electromagnetic rails caused by high temperatures seriously affects the service life performance of the electromagnetic catapult system. In this study, electrochemically deposited nickel-phosphorus and nickel-molybdenum alloy coatings are plated on the surface of electromagnetic iron rails and their effects on the reduction of ablation are investigated. SEM (scanning electron microscopy) with EDS (energy dispersive spectroscopy) detector, XRD (X-ray diffraction), 3D optical profiler, and Vickers microhardness tester are used. Our results show that the sliding velocity of the armature decreases slightly with the increased roughness of the rail coating surface. On the other hand, the area of electric ablation on the rail surface is inversely related to the hardness of the rail material. The electrically ablated surface areas of the rails are in: annealed nickel–molybdenum < nickel–molybdenum < annealed nickel–phosphorus < nickel–phosphorus < iron material. Heat treatment at 400 and 500 °C, respectively for Ni–P and Ni–Mo alloys, significantly increases hardness due to the precipitation of intermetallic compounds such as Ni3P and Ni4Mo phases. Comprehensive data analysis shows that the annealed nickel–molybdenum coating has the best electrical ablation wear resistance. The possible reason for that might be attributed to the high hardness of the heat-treated nickel–molybdenum coating. In addition, the thermal resistance capability of molybdenum is better than that of phosphorus, which might also contribute to the high wear resistance to electric ablation.

APA, Harvard, Vancouver, ISO, and other styles

15

Kuffa, Michal, Daniel Ziegler, Thomas Peter, Fredy Kuster, and Konrad Wegener. "A new grinding strategy to improve the acoustic properties of railway tracks." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 1 (August 25, 2016): 214–21. http://dx.doi.org/10.1177/0954409716664935.

Full text

Abstract:

Rail grinding is a special application of high-performance dry grinding, which combines a number of special characteristics, such as high feed speed, good surface roughness and waviness and a high material removal rate. Since beginning of the 20th century, rail grinding is used as a maintenance process and is essential for the increased rail life. In recent years, the surface roughness of railway tracks became increasingly important, especially with respect to the noise emissions. The rail grinding has a positive impact on the quality and life of the railway infrastructure, particularly on the driving comfort and safety. However, for the first weeks after the grinding, residents near railway lines have increased noise emissions from passing trains. This undesirable side-effect is a result of the rough surface left after the grinding process. Only through numerous train crossings are the generated roughness peaks gradually smoothed, whereby the noise emission is reduced. The wheel–rail contact is the dominant noise source at speeds between 50 and 250 km/h. Below those speeds, the propulsion noises outweigh and above 250 km/h the aerodynamic effects outweigh the wheel–rail contact noise emissions. In this paper, a newly developed rail grinding strategy is presented, which improves the roughness of the rail surface and, thus, delivers a reduction of noise emissions immediately after the grinding. The basic development of this new grinding technique was performed as a laboratory test, which will be presented in detail. Furthermore, for a better understanding of the process, the most important technological and kinematic variables are presented. The results of acoustic measurements on a track section, which has been ground with this new technology, will be presented.

APA, Harvard, Vancouver, ISO, and other styles

16

Croft, B. E., C. J. C. Jones, and D. J. Thompson. "Modelling the effect of rail dampers on wheel–rail interaction forces and rail roughness growth rates." Journal of Sound and Vibration 323, no. 1-2 (June 2009): 17–32. http://dx.doi.org/10.1016/j.jsv.2008.12.013.

Full text

APA, Harvard, Vancouver, ISO, and other styles

17

Zhang, Heng, Liang Jiang, Yu Jie Li, Lei Meng, and Xiao Shi An. "Experimental Study on Controlling Rail Corrugation by Tuning Rail Damper." Applied Mechanics and Materials 587-589 (July 2014): 1002–6. http://dx.doi.org/10.4028/www.scientific.net/amm.587-589.1002.

Full text

Abstract:

At a serious rail corrugation line along Beijing metro Yi-zhuang line, one experiment of controlling rail corrugation has done. Based on the test and analysis of rail vibration decay rate, rail surface roughness and vibration acceleration on the rail and track bed before and after install TRD, it is concluded that install TRD on rail waist could improve rail damping, enhance rail vibration decay rate, speed up vibration wave propagation decay in the rail, reduce the vertical vibration of rail and track bed, and control the development of rail corrugation.

APA, Harvard, Vancouver, ISO, and other styles

18

CHEN, H., and M. ISHIDA. "Influence of Rail Surface Roughness Formed by Rail Grinding on Rolling Contact Fatigue." Quarterly Report of RTRI 47, no. 4 (2006): 216–21. http://dx.doi.org/10.2219/rtriqr.47.216.

Full text

APA, Harvard, Vancouver, ISO, and other styles

19

TANAKA, Hirofumi, and Masashi MIWA. "Verification of rail roughness growth model for rail corrugation due to periodic measurement." Proceedings of Mechanical Engineering Congress, Japan 2017 (2017): G1800204. http://dx.doi.org/10.1299/jsmemecj.2017.g1800204.

Full text

APA, Harvard, Vancouver, ISO, and other styles

20

Fidecaro, F., G. Licitra, A. Bertolini, E. Maccioni, and M. Paviotti. "Interferometric rail roughness measurement at train operational speed." Journal of Sound and Vibration 293, no. 3-5 (June 2006): 856–64. http://dx.doi.org/10.1016/j.jsv.2005.08.062.

Full text

APA, Harvard, Vancouver, ISO, and other styles

21

CORDIER, J. F., and P. FODIMAN. "EXPERIMENTAL CHARACTERIZATION OF WHEEL AND RAIL SURFACE ROUGHNESS." Journal of Sound and Vibration 231, no. 3 (March 2000): 667–72. http://dx.doi.org/10.1006/jsvi.1999.2553.

Full text

APA, Harvard, Vancouver, ISO, and other styles

22

Jeong, Dahae, Han Choi, Yong Choi, and Wootae Jeong. "Measuring Acoustic Roughness of a Longitudinal Railhead Profile Using a Multi-Sensor Integration Technique." Sensors 19, no. 7 (April 3, 2019): 1610. http://dx.doi.org/10.3390/s19071610.

Full text

Abstract:

It is necessary to measure accurately the rolling noise generated by the friction between wheels and rails in railway transport systems. Although many systems have recently been developed to measure the surface roughness of wheels and rails, there exist large deviations in measurements between each system whose measuring mechanism is based on a single sensor. To correct the structural problems in existing systems, we developed an automatic mobile measurement platform, named the Automatic Rail Checker (ARCer), which measures the acoustic roughness of a longitudinal railhead profile maintaining a constant speed. In addition, a new chord offset synchronization algorithm has been developed. This uses three displacement sensors to improve the measuring accuracy of the acoustic roughness of a longitudinal railhead profile, thereby minimizing the limitations of mobile platform measurement systems and measurement deviation. We then verified the accuracy of the measurement system and the algorithm through field tests on rails with different surface wear conditions.

APA, Harvard, Vancouver, ISO, and other styles

23

Uhlmann, Eckart, Pavlo Lypovka, Leif Hochschild, and Nikolas Schröer. "Influence of rail grinding process parameters on rail surface roughness and surface layer hardness." Wear 366-367 (November 2016): 287–93. http://dx.doi.org/10.1016/j.wear.2016.03.023.

Full text

APA, Harvard, Vancouver, ISO, and other styles

24

TANAKA, Hirofumi, Kazuhiro KAJIHARA, and Mitsuo ABOSHI. "Classification of type of rail corrugation based on measurement data of rail surface roughness." Proceedings of the Dynamics & Design Conference 2018 (2018): 109. http://dx.doi.org/10.1299/jsmedmc.2018.109.

Full text

APA, Harvard, Vancouver, ISO, and other styles

25

Ju, S. H., and J. R. Liao. "Error study of rail/wheel point contact method for moving trains with rail roughness." Computers & Structures 88, no. 13-14 (July 2010): 813–24. http://dx.doi.org/10.1016/j.compstruc.2010.04.001.

Full text

APA, Harvard, Vancouver, ISO, and other styles

26

TANAKA, Shin-ichiro, Toshiki KITAGAWA, Toshio KAJITA, and Kenta SHIMIZU. "Long term survey on rail roughness and wayside noise." Proceedings of the Symposium on Environmental Engineering 2016.26 (2016): 135. http://dx.doi.org/10.1299/jsmeenv.2016.26.135.

Full text

APA, Harvard, Vancouver, ISO, and other styles

27

Dings, Pieter. "Railway Noise Reduction by Controlling Wheel and Rail Roughness." Noise & Vibration Worldwide 32, no. 3 (March 2001): 17–26. http://dx.doi.org/10.1260/0957456011498452.

Full text

APA, Harvard, Vancouver, ISO, and other styles

28

Kapoor, A., F. J. Franklin, S. K. Wong, and M. Ishida. "Surface roughness and plastic flow in rail wheel contact." Wear 253, no. 1-2 (July 2002): 257–64. http://dx.doi.org/10.1016/s0043-1648(02)00111-4.

Full text

APA, Harvard, Vancouver, ISO, and other styles

29

Cao, Shunxin, Ruijun Zhang, Shuohua Zhang, Shuai Qiao, Dongsheng Cong, and Mingxiao Dong. "Roller–rail parameters on the transverse vibration characteristics of super-high-speed elevators." Transactions of the Canadian Society for Mechanical Engineering 43, no. 4 (December 1, 2019): 535–43. http://dx.doi.org/10.1139/tcsme-2018-0083.

Full text

Abstract:

Interaction and wear between wheel and rail become increasingly serious with the increase in elevator speed and load. Uneven roller surface, eccentricity of rollers, and the looseness of rail brackets result in serious vibration problems of high-speed and super-high-speed elevators. Therefore, the forced vibration differential equation representing elevator guide rails is established based on Bernoulli–Euler theory, and the vibration equation of the elevator guide shoes and the car is constructed using the Darren Bell principle. Then, the coupled vibration model of guide rail, guide shoes, and car can be obtained using the relationship of force and relative displacement among these components. The roller–rail parameters are introduced into the established coupled vibration model using the model equivalent method. Then, the influence of roller–rail parameters on the horizontal vibration of super-high-speed elevator cars is investigated. Roller eccentricity and the vibration acceleration of the car present a linear correlation, with the amplitude of the car vibration acceleration increasing with the eccentricity of the roller. A nonlinear relationship exists between the surface roughness of the roller and the vibration acceleration of the car. Increased continuous loosening of the guide rail results in severe vibration of the car at the loose position of the support.

APA, Harvard, Vancouver, ISO, and other styles

30

Amini Sarabi, Mohammad, and Parisa Hosseini Tehrani. "A New Combined Model for considering the Plasticity Effects in Contacting Asperities." Mathematical Problems in Engineering 2020 (November 18, 2020): 1–12. http://dx.doi.org/10.1155/2020/4640204.

Full text

Abstract:

Wheel-rail contact in railway engineering is an important topic. Due to different materials and surface roughness of wheel and rail, the contact characteristics can alter significantly. This article aims to investigate the effects of surface roughness and asperities on the contact parameters such as contact area, contact force, and contact stiffness. The lateral contacts between asperities are assumed to be the general contact condition. Azimuthal and contact angles distributions are assumed to be spherical harmonic distribution. This assumption is compatible with the asperity distribution on the wheel and the rail surfaces. Besides, a new combined model is developed to cover the stick-slip and the plasticity effects in contacting asperities. The results of the presented model offer very good estimations for the asperities contact characteristics, especially at the small-contact area and separation where high-contact pressure and plastic deformation usually exist.

APA, Harvard, Vancouver, ISO, and other styles

31

Xie, Kai Ze, Ping Wang, Li Wang, Biao Wang, and Shun Xi Quan. "Study on the Effect of Dynamic Wheel-Rail Contact Geometry Relationship in Turnout Region by the Track-Distance Roughness." Applied Mechanics and Materials 226-228 (November 2012): 867–71. http://dx.doi.org/10.4028/www.scientific.net/amm.226-228.867.

Full text

Abstract:

Because of the complexity of turnout, the wheel-rail contact of turnout region is more complex than that of railway line. In order to study the wheel-rail contact Geometry relationship of turnout region, using cubic spline interpolation method to get the outline of control sections, the ideal wheel-rail contact relationship in turnout region was obtained by the means of trace line, and then analyze the effect of track-distance roughness on the dynamic wheel-rail Geometry contact, the result shows that appropriate gauge widening can improve the structure irregularity.

APA, Harvard, Vancouver, ISO, and other styles

32

Pradeep, M., Packkirisamy Vignesh, M. Arun, and M. Durairaj. "Investigation of Surface Roughness on R19 Steel Using PIN on Disc Apparatus." Applied Mechanics and Materials 591 (July 2014): 81–84. http://dx.doi.org/10.4028/www.scientific.net/amm.591.81.

Full text

Abstract:

Influence of surface roughness on coefficient of friction of Titanium coated R19 Steel is investigated in this paper using Pin on Disc Apparatus. Wear properties of R19 Steel are evaluated because it is widely used in making the rail wheel and rail roads over the years. Titanium coating of 100nm thickness was deposited on the R19 Steel by Electron Beam Gun Physical Vapor Deposition method. Wear and friction parameters were evaluated using Pin on Disc apparatus. The Surface morphology plays an important role in affecting the wear rate. Non-contact surface roughness tester was used to examine the surface texture and measure the surface roughness of the specimens. The test was carried out in a pin on disc apparatus for Normal Load of 15N, Sliding Velocity of 3m/s and Time 5 min. The texture and the roughness parameters of the surface affect the coefficient of friction. The experimental values of roughness parameters of uncoated and coated disc and its effect on coefficient of friction are compared and validated. Results show that the Coefficient of friction decreases with lower value of Ra. Lower values of frictional force and coefficient of friction results in lower wear rates.

APA, Harvard, Vancouver, ISO, and other styles

33

Pieringer, Astrid, and Wolfgang Kropp. "Model-based estimation of rail roughness from axle box acceleration." Applied Acoustics 193 (May 2022): 108760. http://dx.doi.org/10.1016/j.apacoust.2022.108760.

Full text

APA, Harvard, Vancouver, ISO, and other styles

34

Wang, Teng, Reginald R. Souleyrette, Ahmed K. Aboubakr, and Daniel Lau. "A dynamic model for quantifying rail–highway grade crossing roughness." Journal of Transportation Safety & Security 8, sup1 (May 12, 2016): 70–82. http://dx.doi.org/10.1080/19439962.2015.1048016.

Full text

APA, Harvard, Vancouver, ISO, and other styles

35

Nielsen, J. C. O. "Numerical prediction of rail roughness growth on tangent railway tracks." Journal of Sound and Vibration 267, no. 3 (October 2003): 537–48. http://dx.doi.org/10.1016/s0022-460x(03)00713-2.

Full text

APA, Harvard, Vancouver, ISO, and other styles

36

Alonso, A., and J. G. Giménez. "Wheel–rail contact: Roughness, heat generation and conforming contact influence." Tribology International 41, no. 8 (August 2008): 755–68. http://dx.doi.org/10.1016/j.triboint.2008.01.004.

Full text

APA, Harvard, Vancouver, ISO, and other styles

37

van Ruiten, C. J. M. "A new method for the measurement of wheel/rail roughness." Journal of Sound and Vibration 120, no. 2 (January 1988): 287–95. http://dx.doi.org/10.1016/0022-460x(88)90437-3.

Full text

APA, Harvard, Vancouver, ISO, and other styles

38

Tran, Minh Thi, Kok Keng Ang, and Van Hai Luong. "Dynamic response of high-speed rails due to heavy braking." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 6 (March 23, 2016): 701–16. http://dx.doi.org/10.1177/0954409716639997.

Full text

Abstract:

The dynamic response of a high-speed rail experiencing heavy braking is investigated using the moving element method. Possible sliding of train wheels over the rails as the train decelerates is accounted for. The train is modelled as a 14-DOF system comprising a car body, bogies and wheel sets interconnected by spring-damping units. The railway track is modelled as an infinite Euler–Bernoulli beam resting on a two-parameter elastic-damped foundation. A convected coordinate system attached to the moving train is employed in the formulation of the governing equations. The effects of braking torque, coefficient of static friction between wheels and rail, initial train speed and the severity of railhead roughness (track irregularity) on the dynamic response of the high-speed rail, including the occurrence of the ‘jumping wheel’ phenomenon, are examined. The phenomenon describes the momentary loss of contact between the wheel and track. A combination of high braking torque, large static friction coefficient, high initial train speed and severe track condition promotes larger dynamic effects.

APA, Harvard, Vancouver, ISO, and other styles

39

Wang, Wen-jian, Kai-kai Gu, Kun Zhou, Zhen-bing Cai, Jun Guo, and Qi-yue Liu. "Influence of granularity of grinding stone on grinding force and material removal in the rail grinding process." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 233, no. 2 (June 4, 2018): 355–65. http://dx.doi.org/10.1177/1350650118779495.

Full text

Abstract:

The objective of this study is to explore the influence of grinding stone granularity on the grinding force and rail material removal behaviors using a rail grinding friction machine. The results indicate that with the increase in granularity, the grinding force, and friction coefficient in the grinding interface obviously increase, which brings about a rise in the hardness and grinding temperature-rise of rail specimens. The increase in the grinding stone granularity causes a fall in the grinding volume and surface roughness of rail materials and brings about stronger vibration in the grinding interface owing to different material removal mechanisms. In view of the experimental results, the optimization of grinding stone granularity is significant for improving the rail grinding efficiency and surface quality.

APA, Harvard, Vancouver, ISO, and other styles

40

Liu, Pengzhan, Wenjun Zou, Jin Peng, and Furen Xiao. "Investigating the Effect of Grinding Time on High-Speed Grinding of Rails by a Passive Grinding Test Machine." Micromachines 13, no. 12 (November 30, 2022): 2118. http://dx.doi.org/10.3390/mi13122118.

Full text

Abstract:

High-speed rail grinding is a unique passive grinding maintenance strategy that differs from conventional grinding techniques. Its grinding behavior is dependent on the relative motion between the grinding wheel and rail; hence, it possesses great speed and efficiency. In this study, the effects of the duration of grinding time and the increase in the number of grinding passes on the grinding of high-speed rails were investigated using passive grinding tests with a single grinding time of 10 s and 30 s and grinding passes of once, twice, and three times, respectively. The results show that when the total grinding time was the same, the rail removal, grinding ratio of grinding wheels, rail grinding effect, grinding force, and grinding temperature were better in three passes of 10 s grinding than in one pass of 30 s grinding, indicating that the short-time and multi-pass grinding scheme is not only conducive to improving the grinding efficiency and grinding quality in the high-speed rail grinding but can also extend the service life of the grinding wheels. Moreover, when the single grinding times were 10 s and 30 s, respectively, the grinding removal, grinding efficiency, grinding marks depth, and surface roughness of rail increased with the number of grinding passes, implying that the desired rail grinding objective can be achieved by extending the grinding time via the multi-pass grinding strategy. The results and theoretical analysis of this study will contribute to re-conceptualizing the practical operation of high-speed rail grinding and provide references for the development of the grinding process and grinding technology.

APA, Harvard, Vancouver, ISO, and other styles

41

Carlberger, Andreas, Peter T. Torstensson, Jens CO Nielsen, and Anders Frid. "An iterative methodology for the prediction of dynamic vehicle–track interaction and long-term periodic rail wear." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 6 (January 17, 2018): 1718–30. http://dx.doi.org/10.1177/0954409717747127.

Full text

Abstract:

In this study, a versatile numerical method for the prediction of long-term growth of rail roughness is presented and its functionality is demonstrated for the development of rail corrugation on small radius curves. The procedure includes two sub-modules: (1) a time-domain model for the simulation of dynamic vehicle–track interaction in a wide range of frequencies by using a commercial software for multibody dynamics and (2) a post-calculation of sliding wear based on the Archard’s model in combination with a non-Hertzian and transient wheel–rail contact model. The structural flexibility of the wheelset is accounted for by using the finite element method. The rail wear generated by a large number of passing trains is assessed by recurrently updating the rail surface based on the wear depth calculated in each post-processing step. The current work sets out from a previous study in which a model for the prediction of long-term growth of rail roughness on small radius curves was developed in a general-purpose programming language. By transferring the model into a commercial software, the aim is to develop an engineering tool that is more applicable for different operational conditions, such as various vehicle and track designs and track alignments. The proposed method is verified by comparing the simulation results against those obtained with the pre-existing software. Conditions similar to a 120 m radius curve on the Stockholm metro exposed to corrugation growth on the low rail are considered. The corrugation is found to be generated by the leading wheelsets. The prevailing wavelength-fixing mechanisms are identified and discussed.

APA, Harvard, Vancouver, ISO, and other styles

42

Dailydka, Stasys, Leonas Povilas Lingaitis, Sergey Myamlin, and Vladimir Prichodko. "MODELLING THE INTERACTION BETWEEN RAILWAY WHEEL AND RAIL." TRANSPORT 23, no. 3 (September 30, 2008): 236–39. http://dx.doi.org/10.3846/1648-4142.2008.23.236-239.

Full text

Abstract:

The article presents a mathematical model for assessing the real operating conditions of railway rolling stock, taking into account the situations when the wheel loses contact with rail. The obtained amplitudinal fluctuation characteristics depend on the set roughness function and the running speed of the wheel. When calculating dynamic processes, the contact between wheel and rail should be considered unstable. With the increase of speed, the impact of this instability increases.

APA, Harvard, Vancouver, ISO, and other styles

43

Wu, T. X., and H. P. Liu. "Reducing the rail component of rolling noise by vibration absorber: theoretical prediction." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 223, no. 5 (June 8, 2009): 473–83. http://dx.doi.org/10.1243/09544097jrrt263.

Full text

Abstract:

A compound track—absorber model is employed to study the performance of a rail vibration absorber in reducing the rail component of rolling noise. The rail vibration and radiation due to a roughness excitation are calculated with the use of the absorber. Different types of rail absorber and installation locations are considered in calculations to investigate their influence on the absorber's performance. The theoretical predictions show that the rail-radiated noise can be reduced by about 6—8 dB(A) using the rail absorber for the situation modelled here. The most appropriate installation place for a discrete absorber is at mid-span between sleepers because the vibration response there is large. As the rail vibration amplitude is small at sleepers, they are not the appropriate installation place for a discrete absorber to reduce rail radiation via energy dissipation. It should be noticed that the performance of the rail absorber is predicted under idealized conditions, and the noise reduction that can be achieved using the absorber is dependent on some practical factors, which are not further studied in this work.

APA, Harvard, Vancouver, ISO, and other styles

44

Zeng, Zhiping, Di Wang, Fushan Liu, Abdulmumin A. Shuaibu, and Zhihua Lin. "Experimental Study on the Sliding of WJ-8 Small Resistance Fastener Composite Pad." Advances in Civil Engineering 2020 (August 3, 2020): 1–8. http://dx.doi.org/10.1155/2020/1918043.

Full text

Abstract:

Under long-term temperature loading, long bridges stretch and deform, causing the beam and rail to move relative to each other. This phenomenon could cause a gradual slide of the rail relative to the fastener composite pad and ultimately results in the slipping out of the fastener pad at the end of the ballastless track bridge changes. The slipping out of the fastener composite pad changes the longitudinal resistance of the fastener and causes shock of the train on the rail structure due to direct contact between the rail and the tie, thus inhibiting the normal use of the line. In this paper, a reciprocating tensile test was carried out on a WJ-8 small resistance fastener to explore the breaking process of the fastener composite pad, identify the interaction mechanism of the fastener composite pad under the rail, and ultimately determine the influence of the pad on the longitudinal resistance of the fastener. The results show that the two factors that affect the longitudinal resistance of the fastener under reciprocating loading are the surface roughness and displacement of the fastener composite pad. While the surface roughness of the fastener composite pad is the main influencing factor in the early stage, the displacement of the composite pad has a greater impact on the later stage. The research results of this paper can provide an important reference for the maintenance and repair of ballastless track fasteners on bridges.

APA, Harvard, Vancouver, ISO, and other styles

45

Six, K., A. Meierhofer, G. Trummer, C. Bernsteiner, C. Marte, G. Müller, B. Luber, P. Dietmaier, and M. Rosenberger. "Plasticity in wheel–rail contact and its implications on vehicle–track interaction." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 5 (May 2017): 558–69. http://dx.doi.org/10.1177/0954409716673118.

Full text

Abstract:

Vehicle–track interaction in railway operation is highly influenced by physical processes within the wheel–rail contact. Thus, accurate prediction models describing these processes are of high importance. Such models have to take into account the plasticity phenomena appropriately because such phenomena generally occur in the near-surface layers of wheels and rails in railway operation. Within the contact zone, two plasticity effects occur: ‘global’ plastification in the order of hundreds of microns up to millimetres due to the general loading situation and ‘tribological’ plastification in the order of microns due to surface effects (e.g. roughness) which is always accompanied by the wear process. State-of-the-art models do not take into account these effects sufficiently. The main ideas of the so-called overall wheel–rail contact and damage model taking into account the mentioned plasticity phenomena are presented together with typical results of the model.

APA, Harvard, Vancouver, ISO, and other styles

46

Wu, Bing, Zefeng Wen, Hengyu Wang, and Xuesong Jin. "Analysis of wheel/rail adhesion under oil contamination with surface roughness." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 227, no. 11 (June 27, 2013): 1306–15. http://dx.doi.org/10.1177/1350650113491866.

Full text

APA, Harvard, Vancouver, ISO, and other styles

47

YIN, Qiang, ChengBiao CAI, and ShengYang ZHU. "Measuring method and analysis of rail roughness in high-speed railway." SCIENTIA SINICA Technologica 48, no. 9 (August 1, 2018): 950–58. http://dx.doi.org/10.1360/n092017-00288.

Full text

APA, Harvard, Vancouver, ISO, and other styles

48

CHEN, Hua, and Hikaru TANIMOTO. "Study on Adhesion behavior of Wheel/Rail by Temperature and Roughness." Proceedings of the Transportation and Logistics Conference 2018.27 (2018): 3213. http://dx.doi.org/10.1299/jsmetld.2018.27.3213.

Full text

APA, Harvard, Vancouver, ISO, and other styles

49

Watanabe, Tsutomu, Keiichi Goto, Kodai Matsuoka, and Shintaro Minoura. "Validation of a dynamic wheel load factor and the influence of various track irregularities on the dynamic response of prestressed concrete sleepers." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 10 (December 9, 2019): 1275–84. http://dx.doi.org/10.1177/0954409719891655.

Full text

Abstract:

Prestressed concrete sleepers are generally designed taking into account the influence of the dynamic wheel load. In Japan, the dynamic wheel load factor of 2.0 has been typically used for the serviceability limit state since the 1950s. However, there are few examples that have proved its validity. In this study, field measurement tests and three-dimensional numerical analysis were conducted for prestressed concrete sleepers laid on a straight section of a railway track with continuously welded rails. According to the results of the field tests, the measured dynamic wheel load factor was less than the conventionally used dynamic wheel load factor of 2.0, and the bending moments exceeding the full prestress condition, i.e. the compressive stress on all sections, were generated in some cases. Furthermore, even with the prestressed concrete sleepers of the same type laid continuously, the bending moment was increased more than three times due to the support conditions of the prestressed concrete sleepers and the rail roughness. Results of the numerical analyses also revealed that the bending moment was increased more than two times because of the hanging (unsupported) sleepers, and the tensile stress of the prestressed concrete sleeper exceeded 3 N/mm2 when the rail roughness was approximately 2 mm or more. Based on this investigation, the validity of the dynamic wheel load factor of 2.0 was proved.

APA, Harvard, Vancouver, ISO, and other styles

50

Bai, Wen Hua, Hong Fu Zuo, Jing Cai, and De Feng Lv. "Study on Affecting Factors of the Wear Reliability Based on PHM to Aircraft Airfoil’s Slide Rail." Advanced Materials Research 452-453 (January 2012): 1389–97. http://dx.doi.org/10.4028/www.scientific.net/amr.452-453.1389.

Full text

Abstract:

The slide rail of the airfoil is the key structural component of the aircraft, and its wear reliability has important impact to the aircraft security. The traditional method to the slide rail wear reliability analysis is based on time parameter to establish the reliability function. In fact, the actual operating and environmental parameters in the slide rails have an important impact on its reliability. The proportional hazards model (PHM) method is proposed to study the affecting factors of the slide rail’s wear reliability; the method of principal component is used to make a quantitative description to those affecting factors. and the slide rail’s reliability model of its failure function and life distribution function are obtained under many factors affecting. Finally, a study is made to the wear reliability of some regional jet’s slide rail with the PHM method; the wear reliability model is got under the contact stress, hardness and roughness three affecting factors which meet the fact. So the more accurate wear reliability models can be got by the PHM methods, and that has a practical significance to improve the overall reliability of the aircraft.

APA, Harvard, Vancouver, ISO, and other styles

We offer discounts on all premium plans for authors whose works are included in thematic literature selections. Contact us to get a unique promo code!