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Journal articles on the topic 'Rail-to-rail'

Author: Grafiati

Published: 4 June 2021

Last updated: 26 July 2025

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1

Wang, Chua-Chin, Tsung-Yi Tsai, Wen-Je Lu, Chih-Lin Chen, and Yi-Lun Wu. "A 30V rail-to-rail operational amplifier." Microelectronics Journal 46, no. 10 (2015): 911–15. http://dx.doi.org/10.1016/j.mejo.2015.06.015.

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2

Babanazhad, J. N. "A rail-to-rail CMOS op amp." IEEE Journal of Solid-State Circuits 23, no. 6 (1988): 1414–17. http://dx.doi.org/10.1109/4.90040.

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3

Kadanka, P., and A. Rozsypal. "Rail-to-rail voltage follower without feedback." Electronics Letters 36, no. 2 (2000): 104. http://dx.doi.org/10.1049/el:20000182.

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4

Takai, Nobukazu, and Toshiaki Kumazawa. "Transconductance-Parameter-Independent Low Voltage rail-to-rail OTA." IEEJ Transactions on Electronics, Information and Systems 129, no. 8 (2009): 1551–52. http://dx.doi.org/10.1541/ieejeiss.129.1551.

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5

Opris, I. E. "Rail-to-rail multiple-input min/max circuit." IEEE Transactions on Circuits and Systems II: Analog and Digital Signal Processing 45, no. 1 (1998): 137–40. http://dx.doi.org/10.1109/82.659465.

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6

Opris, I. E., and G. T. A. Kovacs. "A rail-to-rail ping-pong op-amp." IEEE Journal of Solid-State Circuits 31, no. 9 (1996): 1320–24. http://dx.doi.org/10.1109/4.535417.

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7

TAKAI, N. "Rail-to-Rail OTA Based on Signal Decomposition." IEICE Transactions on Fundamentals of Electronics, Communications and Computer Sciences E88-A, no. 2 (2005): 424–30. http://dx.doi.org/10.1093/ietfec/e88-a.2.424.

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8

Kasemsuwan, Varakorn, and Weerachai Nakhlo. "A simple rail‐to‐rail CMOS voltage follower." Microelectronics International 26, no. 1 (2009): 17–21. http://dx.doi.org/10.1108/13565360910923124.

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9

Ferri, Giuseppe, and Andrea Baschirotto. "Low-voltage rail-to-rail switched buffer topologies." International Journal of Circuit Theory and Applications 29, no. 4 (2001): 413–22. http://dx.doi.org/10.1002/cta.160.

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10

Barile, Stornelli, Ferri, Safari, and D’Amico. "A New Rail-to-Rail Second Generation Voltage Conveyor." Electronics 8, no. 11 (2019): 1292. http://dx.doi.org/10.3390/electronics8111292.

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In this paper, a novel low voltage low power CMOS second generation voltage conveyor (VCII) with an improved voltage range at both the X and Z terminals is presented. The proposed VCII is formed by a current buffer based on a class AB regulated common-gate stage and a modified rail-to-rail voltage buffer. Spice simulation results using LFoundry 0.15 μm low-Vth CMOS technology with a ±0.9 V supply voltage are provided to demonstrate the validity of the designed circuit. Thanks to the class AB behavior, from a bias current of 10 µA, the proposed VCII is capable of driving 0.5 mA on the X termina

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11

Krishna, Vaibhav, Senorita Deb, and Bibhu Datta Sahoo. "Rail-to-rail split-output SET tolerant digital gates." Analog Integrated Circuits and Signal Processing 109, no. 1 (2021): 225–39. http://dx.doi.org/10.1007/s10470-021-01926-8.

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12

Baswa, S., J. Ramirez-Angulo, A. J. López-Martín, R. G. Carvajal, and M. Bikumandla. "Rail-to-rail super class AB CMOS operational amplifiers." Electronics Letters 41, no. 1 (2005): 1. http://dx.doi.org/10.1049/el:20056711.

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13

LU, CHIH-WEN, and CHING-MIN HSIAO. "A RAIL-TO-RAIL BUFFER AMPLIFIER FOR LCD DRIVER." Journal of Circuits, Systems and Computers 20, no. 07 (2011): 1377–87. http://dx.doi.org/10.1142/s0218126611007979.

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A high-speed low-power rail-to-rail buffer amplifier, which is suitable for liquid crystal display driver applications, is proposed. An offset voltage is intentionally built in the second stage to cut off the transistors of last stage from the output node in the stable state and hence achieve low dc power consumption. The input referred offset voltage due to the built-in offset is very small. The buffer draws little current while static but has a large driving capability while transient. An experimental prototype buffer amplifier implemented in a 0.35-μm CMOS technology demonstrates that the c

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14

Mariscotti, A., and P. Pozzobon. "Experimental Results on Low Rail-to-Rail Conductance Values." IEEE Transactions on Vehicular Technology 54, no. 3 (2005): 1219–22. http://dx.doi.org/10.1109/tvt.2005.844667.

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15

Pardoen, M. D., and M. G. Degrauwe. "A rail-to-rail input/output CMOS power amplifier." IEEE Journal of Solid-State Circuits 25, no. 2 (1990): 501–4. http://dx.doi.org/10.1109/4.52177.

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16

Ferri, G., G. C. Cardarilli, and M. Re. "Rail-to-rail adaptive biased low-power Op-Amp." Microelectronics Journal 32, no. 3 (2001): 265–72. http://dx.doi.org/10.1016/s0026-2692(00)00132-4.

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17

Papageorgiou, V., and S. Vlassis. "Rail-to-rail input-stage with linearly tunable transconductance." Electronics Letters 46, no. 13 (2010): 898. http://dx.doi.org/10.1049/el.2010.1228.

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18

Palma, F., and S. Durante. "gm-Extraction for rail-to-rail input stage linearization." International Journal of Circuit Theory and Applications 33, no. 6 (2005): 541–52. http://dx.doi.org/10.1002/cta.338.

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19

Yukizaki, Yutaka, Haruo Kobayashi, Takao Myono, Tatsuya Suzuki, and Nan Zhao. "Low-voltage rail-to-rail CMOS operational amplifier design." Electronics and Communications in Japan (Part II: Electronics) 89, no. 12 (2006): 1–7. http://dx.doi.org/10.1002/ecjb.20297.

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20

Mandal, Nirmal Kumar. "Ratchetting damage of railhead material of gapped rail joints with reference to free rail end effects." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 2 (2016): 211–25. http://dx.doi.org/10.1177/0954409715625361.

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Free ends of insulated rail joints occur because gaps between the rails and endposts can be created due to pull-apart problems as the rails contract longitudinally in winter and by degradation of railhead material. Dynamic behaviour of gapped rail joints changes adversely compared to that of insulated rail joints. Thus, material degradation and damage of gapped rail joint components such as rail ends, joint bars, etc. are accelerated. Only limited literatures are available addressing the free end of rail effects at rail joints, targeting stress and pressure distributions in the vicinity of the

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21

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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22

Lee, Min Chin, Zth Ru Yang, and Zth Jing Hu. "Implementation of Rail-to-Rail Operational Amplifier for Biomedical Applications." Applied Mechanics and Materials 130-134 (October 2011): 434–37. http://dx.doi.org/10.4028/www.scientific.net/amm.130-134.434.

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This paper proposes gain boosting architecture of a rail-to-rail folded cascaded operational amplifier with CMFB scheme that employing fully differential pair amplifier for applications to biomedical signal process. The proposed rail-to-rail folded cascaded single stage OPA is design and implemented using the TSMC 0.35μm CMOS 2P4M process. Based on simulated and measured results , the chip size is with power dissipation about 1.6mW, input common mode votage range from 0V to 3.3 V, maximum DC gain 82 dB, 114 dB CMRR and 86 dB PSRR.

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23

Karaś, Sławomir, and Andrzej Krasnowski. "HIGH SPEED RAIL – THE CURRENT CHALLENGE TO POLISH RAIL TRANSPORT." Journal of KONES. Powertrain and Transport 19, no. 3 (2015): 203–12. http://dx.doi.org/10.5604/12314005.1138124.

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24

KASEMSUWAN, VARAKORN, and WEERACHAI NAKHLO. "A SIMPLE 1.5 V RAIL-TO-RAIL CMOS CURRENT CONVEYOR." Journal of Circuits, Systems and Computers 16, no. 04 (2007): 627–39. http://dx.doi.org/10.1142/s021812660700385x.

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A simple 1.5 V rail-to-rail CMOS current conveyor is presented. The circuit is developed based on a complementary source follower with a common-source output stage. The circuit is designed using a 0.13 μm CMOS technology and HSPICE is used to verify the circuit performance. The current conveyor exhibits low impedance at terminal X (7.2 Ω) and can drive ± 0.6 V to the 300 Ω with the total harmonic distortion of 0.55% at the operating frequency of 3 MHz. The voltage transfer error (between the Y and X terminals) and current transfer error (between the X and Y terminals) are small (-0.2 dB). The

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25

Chung-Chih Hung, M. Ismail, K. Halonen, and V. Porra. "A low-voltage rail-to-rail CMOS V-I converter." IEEE Transactions on Circuits and Systems II: Analog and Digital Signal Processing 46, no. 6 (1999): 816–20. http://dx.doi.org/10.1109/82.769790.

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26

Carrillo, Juan M., J. Francisco Duque-Carrillo, José L. Ausı́n, and Guido Torelli. "Rail-to-rail constant-g operational amplifier for video applications." Integration 37, no. 1 (2004): 1–16. http://dx.doi.org/10.1016/j.vlsi.2003.09.003.

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27

Singh, Rahul, Yves Audet, Yves Gagnon, Yvon Savaria, Étienne Boulais, and Michel Meunier. "A Laser-Trimmed Rail-to-Rail Precision CMOS Operational Amplifier." IEEE Transactions on Circuits and Systems II: Express Briefs 58, no. 2 (2011): 75–79. http://dx.doi.org/10.1109/tcsii.2010.2104011.

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28

Sasidhar, Naga, David Gubbins, Pavan Kumar Hanumolu, and Un-Ku Moon. "Rail-to-Rail Input Pipelined ADC Incorporating Multistage Signal Mapping." IEEE Transactions on Circuits and Systems II: Express Briefs 59, no. 9 (2012): 558–62. http://dx.doi.org/10.1109/tcsii.2012.2208668.

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29

Lu, C. W., and C. M. Hsiao. "1 V rail-to-rail constant-gm CMOS op amp." Electronics Letters 45, no. 11 (2009): 529. http://dx.doi.org/10.1049/el.2009.0763.

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30

Reverter, Ferran. "Rail-to-Rail Timer-Based Demodulator for AM Sensor Signals." IEEE Transactions on Instrumentation and Measurement 68, no. 1 (2019): 306–8. http://dx.doi.org/10.1109/tim.2018.2879127.

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31

Wu, Huimin, and Brad Kerchof. "Management of wheel/rail interface to prevent rail rollover derailments." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 228, no. 6 (2014): 673–86. http://dx.doi.org/10.1177/0954409714522222.

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32

Pan, Xuan, Yang Wang, and Qing Liu. "A Rail-to-Rail Operational Amplifier for Transimpedance Optoelectronic Conversion." Journal of Nanoelectronics and Optoelectronics 19, no. 3 (2024): 335–41. http://dx.doi.org/10.1166/jno.2024.3557.

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The transimpedance conversion circuit is an important part of the fluorescent optical fiber temperature sensor, which is used for rare earth fluorescence detection. Transimpedance conversion circuits can benefit from the wide input range, high gain, low input offset voltage, and high common-mode rejection ratio of rail-to-rail operational amplifiers. In this paper, a constant transconductance rail-to-rail operational amplifier is designed and implemented based on the 0.18 μm CMOS process. According to the simulation results, the transconductance change rate of the operational amplifier is 4.8%

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33

Gao, Jianmin, Wanming Zhai, and Yi Guo. "Wheel–rail dynamic interaction due to rail weld irregularity in high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 1 (2016): 249–61. http://dx.doi.org/10.1177/0954409716664933.

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Rail weld geometry irregularity is one of the main excitation sources for vehicle–track coupled dynamic system, and it has a direct effect on the wheel–rail dynamic interactions, which are responsible further for the wheel–rail noise, railway component damages, and track deteriorations. In many previous studies, the rail weld irregularity was usually modeled as a single or composite concave cosine wave based on field investigations on traditional railway lines or researchers’ experiences. These investigations were mainly concentrated on the maximum value of the rail weld irregularity. However,

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34

J.Gayathiri and A.Venkatesh. "Fatigue Behavior of Rail Connections on Semi –High Speed and High Speed Rail Networks." International Journal of Engineering and Advanced Technology (IJEAT) 9, no. 4 (2020): 732–37. https://doi.org/10.35940/ijeat.D7065.049420.

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Rail joint is the most vulnerable and weakest part in the rail structure. Bolted rail joints and welded rail joints are the most predominantly used rail joints. In recent times, continuous welded rail joints are widely used. The literature study exhibits that the performance of welded rail joints are comparatively better than the bolted rail joints. This project mainly deals with the fatigue behavior of welded rail joints subjected to normal speed, semi-high speed and high speed rail networks with respect to rail joint location on the sleeper. The rail joint kept on two conditions, mainly rail

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35

Sukhodoev, V. N. "Rail Track with Rail Compression." Science & Technique 20, no. 3 (2021): 234–42. http://dx.doi.org/10.21122/2227-1031-2021-20-3-234-242.

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The problem of damping the noise on the track, arising from the movement of the train, is solved sufficiently but it is simple, if the rail with spacers is laid inside the longitudinally located band sleeper-mechanism. The result is a layered rail thread, consisting of belts: a rail tape with elastic spacers on three sides, a tie-mechanism tape and a ballast layer. The unity of the layers is carried out due to their own mass. This is the static track without external load. Rail compression is an effective property of rail tracks. It is formed in the sleeper mechanism under the influence of ver

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36

Qian, W. J., Wu Y. F., G. X. Chen, and H. Ouyang. "Experimental and numerical studies of the effects of a rail vibration absorber on suppressing short pitch rail corrugation." Journal of Vibroengineering 18, no. 2 (2016): 1133–44. http://dx.doi.org/10.21595/jve.2015.16216.

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The effects of a rail vibration absorber on suppressing short pitch rail corrugation are studied. Firstly, a rail vibration field test is carried out to analyze the vibration response of the rail with and without the vibration absorbers. Secondly, based on the hypothesis that friction-induced self-excited vibration of a wheel-rail system causes rail corrugation; two finite element models of a wheel-rail system and a wheel-rail-absorber system are established and analyzed. Both sets of rail vibration test results and theoretical results show that the rail absorbers can effectively reduce the fr

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37

Lin, Xiao, J. Riley Edwards, Marcus S. Dersch, Thomas A. Roadcap, and Conrad Ruppert. "Load quantification of the wheel–rail interface of rail vehicles for the infrastructure of light rail, heavy rail, and commuter rail transit." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 2 (2017): 596–605. http://dx.doi.org/10.1177/0954409716684266.

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The type and magnitude of loads that pass through the track superstructure have a great impact on both the design and the performance of the concrete crossties and fastening systems. To date, the majority of North American research that focus on quantifying the rail infrastructure loading conditions has been conducted on heavy-haul freight railroads. However, the results and recommendations of these studies may not be applicable to the rail transit industry due to a variety of factors. Unlike the freight railroads, which have standardized maximum gross rail loads and superstructure design prac

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38

Cao, Yang, Weihua Zhao, Yurui Lin, Kaijie Yao, and Xiangrong Lin. "Dynamic optimization of the rail-crown geometry in the rigid frog area by controlling the position of the wheel-load transition." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 9 (2019): 1017–28. http://dx.doi.org/10.1177/0954409719882501.

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To improve the stability of a train and reduce its influence on the nose rail when passing a rigid frog, the optimization of the rail-crown geometry in the rigid frog area is proposed in this study by controlling the transition range of the wheel load on the nose-rail head and evaluating it by a wheel–rail dynamic coupling model. The method was verified by studying a Chinese CN60-350-1:12 turnout. Results show that if the wing-rail heightening and nose-rail reduction are small, then the transition section of the wheel load on the nose rail may be close to or smaller than the minimum load-beari

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39

Qian, WJ, ZQ Huang, H. Ouyang, GX Chen, and HJ Yang. "Numerical investigation of the effects of rail vibration absorbers on wear behaviour of rail surface." Proceedings of the Institution of Mechanical Engineers, Part J: Journal of Engineering Tribology 233, no. 3 (2018): 424–38. http://dx.doi.org/10.1177/1350650118785061.

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Rail corrugation refers to the periodic wear of the top working surfaces of rails. This problem has plagued the railway industry over a hundred years. In the present paper, the effects of rail vibration absorbers on wear behaviour of the rail surface have been studied. The dynamic model of a wheel–rail–absorber system is established. The friction contact coupling between the wheel and the rail are fully considered in this model. A wear model, in which the mass loss of unit area in contact patch is proportional to frictional work per unit area between the wheel and the rail, is developed to ana

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40

Song, Xiaolin, Yu Qian, Kaiyun Wang, and Pengfei Liu. "Effect of Rail Pad Stiffness on Vehicle–Track Dynamic Interaction Excited by Rail Corrugation in Metro." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 6 (2020): 225–43. http://dx.doi.org/10.1177/0361198120918584.

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Rail corrugation can cause intense dynamic interaction between train and track, which can reduce riding comfort and lifespan of track structure, and even threaten running safety. Instead of investigating the root cause and growth of corrugation, this case study aims to investigate possible solutions to the excess train–track dynamic interaction excited by rail corrugation in a metro track through both numerical analysis and field experiments. Numerical analysis was performed based on a vehicle–track coupled dynamical model with field-measured rail corrugation information from two curves. The n

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41

Langer, Andreas. "From Rail to Rose." Landscape Ecology and Management 21, no. 1 (2016): 29–32. http://dx.doi.org/10.5738/jale.21.29.

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42

Choi, Antonio, John Batchelor, and James Musgrave. "Rail Line to Disneyland." Civil Engineering Magazine Archive 75, no. 9 (2005): 50–59. http://dx.doi.org/10.1061/ciegag.0000035.

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43

Brayton, Sean, and Ted Alexander. "A Response to Rail." Sociology of Sport Journal 24, no. 4 (2007): 486–91. http://dx.doi.org/10.1123/ssj.24.4.486.

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44

Azcona, Cristina, Belen Calvo, Santiago Celma, Nicolas Medrano, and Pedro A. Martinez. "Low-Voltage Low-Power CMOS Rail-to-Rail Voltage-to-Current Converters." IEEE Transactions on Circuits and Systems I: Regular Papers 60, no. 9 (2013): 2333–42. http://dx.doi.org/10.1109/tcsi.2013.2244432.

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45

Choi, Jung-Youl, Sang-Won Yun, Jee-Seung Chung, and Sun-Hee Kim. "Comparative Study of Wheel–Rail Contact Impact Force for Jointed Rail and Continuous Welded Rail on Light-Rail Transit." Applied Sciences 10, no. 7 (2020): 2299. http://dx.doi.org/10.3390/app10072299.

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In this study, the measured track impact factor induced by the wheel–rail contact impact force of each test section (two continuous welded rails on slab tracks and rail joint on a ballasted track) was compared with the design track impact factor under service conditions of a curved light-rail transit system. The measured track impact factor (TIF) was estimated from the measured dynamic wheel load and vertical rail displacement at each test section. In the case of the rail joint section, the rail joint was found to directly affect the track impact factor. Moreover, the dynamic wheel load fluctu

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46

Steenbergen, Michaël J. M. M. "Quantification of dynamic wheel–rail contact forces at short rail irregularities and application to measured rail welds." Journal of Sound and Vibration 312, no. 4-5 (2008): 606–29. http://dx.doi.org/10.1016/j.jsv.2007.11.004.

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47

Sun, Shuaishuai, Jian Yang, Tanju Yildirim, et al. "A magnetorheological elastomer rail damper for wideband attenuation of rail noise and vibration." Journal of Intelligent Material Systems and Structures 31, no. 2 (2019): 220–28. http://dx.doi.org/10.1177/1045389x19873406.

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The noise and vibration effects of rails can have a significant impact on the environment surrounding the railways. Rail dampers are elements that are attached to the sides of the rail and can improve the track decay rate of rail and then enhance the rails’ ability to attenuate noises and vibrations. However, in practical applications, the most efficient rail damper design still cannot adjust its own parameters to adapt to different requirements because their stiffness and damping are fixed after designed. In this work, a tunable magnetorheological elastomer rail damper that works on the princ

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48

Ma, Kuikui. "Field Measurement and Mechanism Analysis of Rail Corrugation on Steel Spring Floating Slab Track Section." Sustainability 14, no. 18 (2022): 11790. http://dx.doi.org/10.3390/su141811790.

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In this study, a combination method of field measurements and numerical simulations is used to investigate the mechanism of rail corrugation in the curve’s inner rail in urban rail transit. Firstly, field measurements on rail corrugation and rail vibration characteristics were conducted on the steel spring floating slab track (SSFST) section of a metro line; secondly, a three-dimensional finite element model of the wheelset-SSFST was established, and complex eigenvalue analysis and transient analysis were conducted. It was found that the main frequency of measured rail vertical vibration and t

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49

Ilinykh, Andrey, Alexander Pikalov, and Vladimir Miloradovich. "A concept of adaptive control system for rail grinding." E3S Web of Conferences 402 (2023): 06019. http://dx.doi.org/10.1051/e3sconf/202340206019.

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Rail grinding with the use of rail grinding trains under railway track conditions provides an increase in the rail lifecycle. A main task of rail grinding is to form a rail transverse profile to reduce the contact loading and wear from rolling stock wheels. At present, providing the accuracy of forming a rail repair profile remains a challenge, which overcoming is hampered by the technological features of rail grinding trains. To solve this problem, the paper proposes a concept of adaptive control system for rail grinding process. This system is intended to work as a part of rail grinding trai

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50

Wang, Cai Yun, Peng Shen, and Qi Yue Liu. "Study on Using Numerical Method to Predict Wear Volume of Rail." Advanced Materials Research 335-336 (September 2011): 339–42. http://dx.doi.org/10.4028/www.scientific.net/amr.335-336.339.

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This paper describes an numerical method and simulation experiment investigation on the rail wear affected by the curve radius and axle load etc. the effects of curve radius and axle load on The effects of axle load and curve radius on total slippage of contact particles and friction work of wheel/rail are investigated with numerical methods are analyzed by kalker’s program CONTACT. The effect of curve radius and axle load on rolling wear behaviour of rail is investigated by simulation experiment. It is indicated that axle load and curve radius are important factors to effect rolling contact w

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