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Journal articles on the topic 'Rail roughness'

Author: Grafiati

Published: 4 June 2021

Last updated: 29 January 2023

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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 (2018): 2293. http://dx.doi.org/10.3390/ma11112293.

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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 g

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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 (2019): 370–80. http://dx.doi.org/10.1177/0954409719894833.

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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

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3

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

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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 w

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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 (2022): 11988. http://dx.doi.org/10.3390/app122311988.

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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

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5

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

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6

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

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7

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

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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 exi

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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 (2017): 1149–67. http://dx.doi.org/10.1177/0954409717710126.

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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 r

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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 (2016): 59–72. http://dx.doi.org/10.3141/2571-07.

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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 (2008): 3266. http://dx.doi.org/10.1121/1.2933585.

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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.

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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 (2021): 540. http://dx.doi.org/10.3390/ma14030540.

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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

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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 (2020): 472. http://dx.doi.org/10.3390/met10040472.

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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 experimen

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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 (2020): 1082. http://dx.doi.org/10.3390/coatings10111082.

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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 de

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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 (2016): 214–21. http://dx.doi.org/10.1177/0954409716664935.

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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

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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 (2009): 17–32. http://dx.doi.org/10.1016/j.jsv.2008.12.013.

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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.

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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.

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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.

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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.

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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 (2006): 856–64. http://dx.doi.org/10.1016/j.jsv.2005.08.062.

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21

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

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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 (2019): 1610. http://dx.doi.org/10.3390/s19071610.

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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

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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.

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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.

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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 (2010): 813–24. http://dx.doi.org/10.1016/j.compstruc.2010.04.001.

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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.

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27

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

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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 (2002): 257–64. http://dx.doi.org/10.1016/s0043-1648(02)00111-4.

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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 (2019): 535–43. http://dx.doi.org/10.1139/tcsme-2018-0083.

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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

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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.

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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

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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.

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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.

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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.

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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 th

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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.

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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 (2016): 70–82. http://dx.doi.org/10.1080/19439962.2015.1048016.

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35

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

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36

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

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37

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

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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 (2016): 701–16. http://dx.doi.org/10.1177/0954409716639997.

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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 torq

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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 (2018): 355–65. http://dx.doi.org/10.1177/1350650118779495.

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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 grindin

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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 (2022): 2118. http://dx.doi.org/10.3390/mi13122118.

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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 whe

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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 (2018): 1718–30. http://dx.doi.org/10.1177/0954409717747127.

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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 th

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42

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

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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.

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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 (2009): 473–83. http://dx.doi.org/10.1243/09544097jrrt263.

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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

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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.

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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,

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45

Six, K., A. Meierhofer, G. Trummer, et al. "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 (2017): 558–69. http://dx.doi.org/10.1177/0954409716673118.

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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

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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 (2013): 1306–15. http://dx.doi.org/10.1177/1350650113491866.

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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 (2018): 950–58. http://dx.doi.org/10.1360/n092017-00288.

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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.

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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 (2019): 1275–84. http://dx.doi.org/10.1177/0954409719891655.

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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

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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.

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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 des

APA, Harvard, Vancouver, ISO, and other styles

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