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Journal articles on the topic 'Railhead'

Author: Grafiati

Published: 19 February 2023

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1

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 (August 4, 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 rail joints. To understand clearly the material degradation and delamination process of gapped rail joints, a thorough analysis of failure of both insulated rail joints and gapped rail joints and subsequent damage of the railhead material is necessary to improve the service life of these joints. A new three-dimensional finite element analysis is carried out in this paper to assess damage to railhead material when gapped rail joints form. Both narrow (5 mm) and wide (10 mm) gaps are considered, using a peak vertical pressure load of 2500 MPa applied cyclically at one rail end, forming vertical impacts. Stress distributions and plastic deformations in the vicinity of gapped rail joints are quantified using finite element analysis data and compared with that of the insulated rail joints to show the effects of free rail ends. Residual stress and strain distributions indicate the damage to the railhead material. Equivalent plastic strain (PEEQ) quantifies the progressive damage to the railhead material at the rail ends. The free end of rail effects can be further illustrated by comparing PEEQ for insulated rail joints and gapped rail joints. The railhead material of 5 and 10 mm gapped rail joints is more sensitive to permanent deformation compared to that of the corresponding insulated rail joints. Therefore, free rail end joints pose an increased potential threat to rail operations in relation to crack initiation, damage and premature failure of railhead material.

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2

Kuzishyn, A. Ya, and A. V. Batig. "USE OF ADDITIONAL ASSESSMENT CRITERION FOR TRAFFIC SAFETY AGAINST RAILWAY WHEEL DERAILMENT FOR FORENSIC RAILWAY TRANSPORT EXAMINATION." Theory and Practice of Forensic Science and Criminalistics 18 (December 26, 2018): 454–61. http://dx.doi.org/10.32353/khrife.2018.51.

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A number of methods have been developed to determine the possibility of a wheelset derailment from track, which to some extent take into account specifics of their interaction. However, methods used in the calculation are different between themselves. The problem is complicated by the lack of sufficient experimental data which would allow to verify the adequacy of models used for calculations. Authors conducted research of an influence of an additional assessment criterion for traffic safety. According to this criterion the railway wheel derailment of a rolling stock was analyzed by actually raising the wheel flange to the railhead. It is noted that increase of the radius of wheels taken into account while calculating indicated criterion depends on transverse displacement of the wheelset, horizontal unevenness, numerical value of the wheel taper profile at the contact point with a rail, and the nominal gaps between the wheel flange and the inner edge of the railhead. On the basis of performed researches, it was concluded that use of an additional criterion, according to which the stability of the wheel from the derailment of a rolling stock is analyzed by actually raising the wheel flange on a railhead, allows to track the time when it is necessary to check the possibility of rolling the wheel on railhead. However, obtaining a negative clearance between the wheel flange and the railhead does not indicate that the wheel is rolling on the railhead. The indicated feature will allow to explore the development of a railway accident mechanism, to define more precisely its proximate technical cause and the sequence of intermediate technical reasons which have led to it.

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3

Jin, Yang. "Wavelet Scattering and Neural Networks for Railhead Defect Identification." Materials 14, no. 8 (April 14, 2021): 1957. http://dx.doi.org/10.3390/ma14081957.

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Accurate and automatic railhead inspection is crucial for the operational safety of railway systems. Deep learning on visual images is effective in the automatic detection of railhead defects, but either intensive data requirements or ignoring defect sizes reduce its applicability. This paper developed a machine learning framework based on wavelet scattering networks (WSNs) and neural networks (NNs) for identifying railhead defects. WSNs are functionally equivalent to deep convolutional neural networks while containing no parameters, thus suitable for non-intensive datasets. NNs can restore location and size information. The publicly available rail surface discrete defects (RSDD) datasets were analyzed, including 67 Type-I railhead images acquired from express tracks and 128 Type-II images captured from ordinary/heavy haul tracks. The ultimate validation accuracy reached 99.80% and 99.44%, respectively. WSNs can extract implicit signal features, and the support vector machine classifier can improve the learning accuracy of NNs by over 6%. Three criteria, namely the precision, recall, and F-measure, were calculated for comparison with the literature. At the pixel level, the developed approach achieved three criteria of around 90%, outperforming former methods. At the defect level, the recall rates reached 100%, indicating all labeled defects were identified. The precision rates were around 75%, affected by the insignificant misidentified speckles (smaller than 20 pixels). Nonetheless, the developed learning framework was effective in identifying railhead defects.

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4

Igeland, A. "Railhead Corrugation Growth Explained by Dynamic Interaction between Track and Bogie Wheelsets." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 210, no. 1 (January 1996): 11–20. http://dx.doi.org/10.1243/pime_proc_1996_210_322_02.

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Short-wave railhead corrugation growth on tangent tracks due to wear from driven locomotive wheels is investigated. A track model with a given initial random railhead irregularity is used. The track parameters and the railhead irregularities are estimated from measurements performed on a newly built track. The corrugation calculations are based on rolling contact mechanics; a semi-empirical relationship between creep, friction force and normal contact force is employed. Only longitudinal creep and creep forces are taken into account. The vertical contact forces between the moving wheels and the rail are calculated using a time-stepping method, allowing for a non-linear Hertzian wheel/rail contact stiffness. Numerical examples are given. It is found that the two wheelsets of a travelling bogie interact and that both of them should be considered in the same calculation. The bogie wheelbase turns out to be an important parameter.

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5

Song, Zeng Lu, Tsutomu Yamada, Hideki Shitara, and Yasushi Takemura. "Eddy Current Defect Detection of Side Transverse Crack in Railhead by Integrating Experiment with Simulation." Advanced Materials Research 875-877 (February 2014): 593–98. http://dx.doi.org/10.4028/www.scientific.net/amr.875-877.593.

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This study investigated the use of an eddy current technique for detecting side transverse cracks in a railhead. Quantitative analysis of defect signals in a railhead with side transverse cracks was realized through actual defect detection and finite-element simulation. In eddy current testing of the railhead, first, the general pattern of variation in the detected signals was obtained for different sizes of cracks via actual defect detection of rail samples. Then, finite-element simulation was used to verify the accuracy of the experimental results and to test the relationships between the detected signals and the size and depth of the cracks. The simulation results show that an extremely linear relation between crack depth and output signals in quantitative length of crack cases. In the results, simulation results can be applied to the analysis of the actual detected data. The eddy-current-defect detection method that combined experiment with simulation was very effective and can be applied in future research.

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6

Bhaskar, J., K. L. Johnson, and J. Woodhouse. "Wheel-rail dynamics with closely conformal contact Part 2: Forced response, results and conclusions." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 211, no. 1 (January 1, 1997): 27–40. http://dx.doi.org/10.1243/0954409971530879.

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The linearized dynamic models for the conformal contact of a wheel and rail presented in reference (1) have been used to calculate the dynamic response to a prescribed sinusoidal ripple on the railhead. Three models have been developed: single-point contact with low or high conformity, and two-point contact. The input comprises a normal displacement Δeiwt together with a rotation Δeiwt applied to the railhead. The output comprises rail displacements and forces, contact creepages and forces, and frictional energy dissipation. According to the Frederick-Valdivia hypothesis, if this last quantity has a component in phase with the input ripple, the amplitude of the ripple will be attenuated, and vice versa. Over most of the frequency range, a pure displacement input (Ψ = 0) was found to give rise, predominantly, to a normal force at the railhead. A purely rotational input (Δ = 0) caused a single point of contact to oscillate across the railhead or, in the case of two-point contact, to give rise to fluctuating out-of-phase forces at the two points. The general tenor of behaviour revealed by the three models was similar: frictional energy dissipation, and hence wear, increases with conformity and is usually of such a phase as to suppress corrugation growth. Thus the association, found on the Vancouver mass transit system, of corrugations with the development of close conformity between wheel and rail profiles must arise from some feature of the system not included in the present models.

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7

Kourousis, Kyriakos I., Asitha Athukoralalage, and Dennis De Pellegrin. "A simple model to estimate yield stress and variation of hardness in railheads." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 4 (May 22, 2017): 1193–96. http://dx.doi.org/10.1177/0954409717710557.

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This technical note presents a macroscopic model capable of estimating the variation of hardness and yield stress at different railhead distances (depths) from the running surface. Published data, including results reported in previous works by the authors, have been utilised to calibrate and test the validity of the model. From this preliminary investigation, it was found that the model can accurately predict the measured hardness and yield stress values. It was also found that the model can represent the variation profile exhibited in the examined railhead material. This model, subject to further validation, has the potential to be used in practical applications.

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8

Axinte, Tiberiu. "Analysis of Rails of a Ferry Boat under Wheels Contact Loading." Advanced Materials Research 837 (November 2013): 739–44. http://dx.doi.org/10.4028/www.scientific.net/amr.837.739.

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The paper presents the effect of the discontinuity of the rails of a ferry boat and the presence of lower modulus insulation material at the gap to the variations of stresses in the insulated rail. The analysis consists of a three-dimensional wheel rail contact model based on the finite element method. One of the results shows that the maximum stress occurs in the subsurface of the railhead of the ferry boat. The ratio of the elastic modulus of the railhead and insulation material is found to alter the levels of stress concentration. Numerical result indicates that a higher elastic modulus insulating material can reduce the stress concentration in the railhead but will generate higher stresses in the insulation material, leading to earlier failure of the insulation material. A general subsurface crack propagation analysis methodology is used for the wheel and rail rolling contact. The fatigue damage in the wheel is calculated using a previously developed mixed-mode fatigue crack propagation model. The advantages of the proposed methodology are that it can accurately represent the contact stress of complex mechanical components and can consider the effect of loading non-proportionality. The effects of wheel diameter, vertical loading amplitude, initial crack size, location and orientation on stress intensity factor range are investigated using the proposed model. The prediction results of the proposed methodology are compared with in field observations. The contact elements were used to stimulate the interaction between a wheel and a railhead. Variations in contact stress fields at various locations of the rail are sensitive to the contact distance. The location of the maximum von Mises stress was shifted to the contact surface as the contact point moves close to the rail end. A higher stress, larger deflection and significant plastic deformation occurring at the rail from ferry boat may lead to deterioration at the rail end.

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9

Edwards, R. S., C. Holmes, Y. Fan, M. Papaelias, S. Dixon, C. L. Davis, B. W. Drinkwater, and C. Roberts. "Ultrasonic detection of surface-breaking railhead defects." Insight - Non-Destructive Testing and Condition Monitoring 50, no. 7 (July 2008): 369–73. http://dx.doi.org/10.1784/insi.2008.50.7.369.

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10

Wegner, Harold C. "New Railhead: Debunking the Provisional Priority Myth." Biotechnology Law Report 21, no. 5 (October 2002): 407–14. http://dx.doi.org/10.1089/07300310260395704.

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11

Akeel, N. A., M. A. Aziman, Zainuddin Sajuri, Ahmad Kamal Ariffin, and A. W. Ikhsan. "Identification of Damages and Stress Analysis of Rail/Wheel Rolling Contact Region." Key Engineering Materials 462-463 (January 2011): 1152–57. http://dx.doi.org/10.4028/www.scientific.net/kem.462-463.1152.

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This paper presents the identification of damages and stress analysis of rail/wheel rolling contact region. The railhead surface of used rail track was investigated to identify damages and the hardness of the rail/wheel contact area was measured. Finite element method FEM code, ANSYS was used to determine the stress distribution at vicinity of rail/wheel contact area. The results showed that the hardness increased on the contact area between rail and wheel due to repeated rolling contact of rail and wheel surface. Severe damages and cracks were observed on the railhead surface and in the cross section of the rail at the contact region. The FEM simulation showed that the highest stress distribution regions were matched with the area of severely damage and high hardness obtained from the observation and experimental results.

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12

Akeel, Norie, Zainuddin Sajuri, Ahmad Kamal Ariffin, and Mohamed M. Abdulrazzaq. "Three Dimensional Simulations on Stress Distribution and Fatigue Damage Life of Wheel/Rail Contact Region." Advanced Materials Research 284-286 (July 2011): 1262–65. http://dx.doi.org/10.4028/www.scientific.net/amr.284-286.1262.

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This paper discusses the effect of different loading analysis on crack initiation life of wheel/rail in the contact region. A simulated three dimensional (3D) elastoplastic model of a wheel/rail contact is modelled using the fine mesh technique in the contact region by using Finite Element Method FEM code ANSYS 11.0 software. Different loads of approximately 70, 80, 90, 100, 110, 120, 130 and 140 KN were applied to the wheel tread during the running surface of the railhead to simulate stress distribution (Von Mises) and a life prediction of the crack initiation. Stress analysis is performed and the fatigue damage to the railhead surface is calculated numerically by using a multi-axial fatigue life of crack initiation model. Results obtained from previous researches are compared with this research.

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13

Zong, Nannan, and Manicka Dhanasekar. "Minimization of railhead edge stresses through shape optimization." Engineering Optimization 45, no. 9 (September 2013): 1043–60. http://dx.doi.org/10.1080/0305215x.2012.717075.

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14

Benzeroual, Hajar, Abdellatif Khamlichi, and Alia Zakriti. "Detection of Transverse Defects in Rails Using Noncontact Laser Ultrasound." Proceedings 42, no. 1 (November 14, 2019): 43. http://dx.doi.org/10.3390/ecsa-6-06556.

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Rail inspections are required and used to ensure safety and preserve the availability of railway infrastructure. According to the statistics published by railroad administrations worldwide, the transverse fissure appearing in railhead is the principal cause of rail accidents. These particular defects are initiated inside the railhead. Detection of these cracks has always been challenging because a defect signature remains mostly small until the defect size reaches a significant value. The present work deals with the theoretical analysis of an integrated contact-less system for rail diagnosis, which is based on ultrasounds. The generation of these waves was performed through non-ablative laser sources. Rotational laser vibrometry was used to achieve the reception of the echoes. Detection of flaws in the rail was monitored by considering special ultrasound wave signal based indicators. Finite element modeling of the rail system was performed, and transverse defect detection of the rail was analyzed.

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15

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.

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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 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.

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16

Zeng, Wei, Yue Yang, Wen-Sheng Qiu, Huan Xie, and Su-Chao Xie. "Optimization of the target profile for asymmetrical rail grinding in sharp-radius curves for high-speed railways." Advances in Mechanical Engineering 9, no. 2 (February 2017): 168781401668719. http://dx.doi.org/10.1177/1687814016687196.

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Asymmetrical rail grinding in sharp-radius curves could reduce the side wear of railheads and enhance curve capacity of rail vehicles. The wheel/rail contact performance and curve capacity could be further improved by the optimization of the asymmetrical rail grinding target profile. In order to modify the target profile smoothly, the nonuniform rational B-spline curve with adjustable weight factors is used to establish a parameterized model of railhead curves in the asymmetrical grinding region. The indices of contact performance and curve capacity for different weight factors are obtained using experiment design and service performance simulation. Two Kriging surrogate models are proposed, in which the design variables are the adjustable weight factors, and the response parameters are the indices of contact performance and curve capacity, respectively. The multi-objective optimization model of the target profile is established, in which the objective functions are the two Kriging surrogate models of contact performance and curve capacity. The optimized weight factors are sought using a nondominated sorting genetic algorithm II, and the corresponding optimal target profile is obtained. The wheel/rail service performance simulation before and after optimization indicates that the contact performance and curve capacity are improved significantly.

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17

Rathod, C., D. Wexler, T. Chandra, and H. Li. "Microstructural Characterisation of Railhead Damage in Insulated Rail Joints." Materials Science Forum 706-709 (January 2012): 2937–42. http://dx.doi.org/10.4028/www.scientific.net/msf.706-709.2937.

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As an integral part the railway network infrastructure, insulated rail joints (IRJs) electrically isolate track segments providing critical feedback to both track signaling and train position detection systems. Because of the discontinuous nature of IRJs, accumulated damage at the railhead is high. Failure modes include plastic flow of metal across joints, bolt and fishplate failures, delamination of insulated material and, as a result of rolling contact fatigue, end post and endpost surface damage. In the current investigation, microstructural changes in the vicinity of endposts of IRJs made from both surface coated and uncoated rail are investigated using techniques of optical and scanning electron microscopy. Damaged IRJs made from pearlitic head hardened rail steel are compared with head hardened rail steel laser coated with martensitic stainless steel, the latter having an increased service life. Problems associated with the surface coating are identified and approaches to further improving IRJ resistance to rolling contact fatigue suggested. Keywords: Insulated rail joints, rail, head hardened, surface coated rail

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18

Lewis, S. R., R. Lewis, and U. Olofsson. "An alternative method for the assessment of railhead traction." Wear 271, no. 1-2 (May 2011): 62–70. http://dx.doi.org/10.1016/j.wear.2010.10.035.

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19

Han, Jian-Jun, and Manicka Dhanasekar. "A method for tracking internal crack propagation in railhead." International Journal of Fracture 130, no. 3 (December 2004): 705–19. http://dx.doi.org/10.1007/s10704-004-2508-4.

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20

Guidoum, Samy, Pierrick Merino, Aurélien Saulot, Yves Berthier, and Sylvain Hervieu. "Experimental study of the influence of the relative humidity of leaves and their link to adhesion losses in the wheel-rail contact." Mechanics & Industry 23 (2022): 23. http://dx.doi.org/10.1051/meca/2022017.

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Every autumn, low levels of wheel–rail contact adhesion caused by leaves on the railhead surface are reported by train drivers. These incidents cause problems for the safety and regularity of rail traffic and occur predominantly at the beginning and end of the day when high humidity levels are achieved. At those moments the air temperature reaches the dew point temperature creating moisture on the railhead and oxides which react chemically with dead leaves found on the railhead surface. This article presents the results of a test campaign performed on a ring-on-disc tribometer with the aim of reproducing and studying the development of a loss of adhesion at an imposed slip rate. This type of tribometer enables a realistic approximation of the tribological circuit of a rail–wheel contact. Several samples of pollution responsible for adhesion losses were collected on the French railway network during fall and reproduced in a laboratory on a tribometer under imposed relative humidity and slip conditions. The results indicate the presence of reproducible phenomena modulated by variations in hygrometry and imposed slip rates. The decrease in hygrometry of the external third bodies introduced into the contact is at the origin of the generation of debris from the first bodies in contact. This presence of wear debris is reflected by an increase of the power dissipated by friction. Conversely, increasing the hygrometry decreases the ability of the third body to raise adhesion levels on contact and reduces the generation of debris from the first bodies. The results obtained from the analysis of the force and power quantities related to the contact reproduced in the laboratory allow the authors to confirm that the presence of water has a significant effect on the mechanical and physico-chemical evolution of the adhesion of a rail–wheel contact polluted by a third external (leaf-like) body.

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21

Mokrii, T. F., I. Yu Malysheva, N. V. Bezrukavyi, and I. M. Ladyhin. "Refinement of the rail–wheel contact pair to improve rail–wheel interaction conditions for railway vehicles with an increased axle load." Technical mechanics 2021, no. 4 (December 7, 2021): 129–36. http://dx.doi.org/10.15407/itm2021.04.129.

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At present, one of the global trends in railway transport development, which becomes clearer and clearer, is increasing the axle load of freight cars, which gives a considerable economic benefit. In this connection, of importance is not only the car design, but also the car capacity utilization factor: the higher this factor, the more economically efficient the car use. Because of this, one of the priority global lines in increasing the volume of fright traffic and the railway operation efficiency is increasing the carrying capacity of freight cars. Preparing the railways for cars with increased axle loads calls for the development of measures to decrease the track deformability, in particular by choosing appropriate wheel and rail profiles. The aim of this work was to develop recommendations on refining the wheel?rail contact pair to improve curve negotiation by railway vehicles with an increased axle loads on the Ukrainian railways. This paper presents the proprietary R-ITM wear-resistant railhead profile. The effect of the new profile on wheel?rail interaction in negotiating a curve of radius 300 m at a constant speed was studied for different cars. In doing so, emphasis was on wheel?rail interaction for a new-generation freight car on 18-9817 trucks with an axle load increased to 36 tf. The studies conducted made it possible to formulate the following recommendations: to improve curve negotiation by railway vehicles with increased axle loads, reduce the adverse effect on the track and improve traffic safety, new proprietary contact pair profiles are recommended: the ITM-73-03 wheel profile for cars, and the R-ITM railhead profile for outer rails together with the standard R65 railhead profile for inner rails.

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22

Edwards, R. S., S. Dixon, and X. Jian. "Characterisation of defects in the railhead using ultrasonic surface waves." NDT & E International 39, no. 6 (September 2006): 468–75. http://dx.doi.org/10.1016/j.ndteint.2006.01.005.

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23

Zhu, Yi, Ulf Olofsson, and Rickard Nilsson. "A field test study of leaf contamination on railhead surfaces." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 228, no. 1 (October 26, 2012): 71–84. http://dx.doi.org/10.1177/0954409712464860.

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24

Grassie, Stuart L. "Measurement of railhead longitudinal profiles: a comparison of different techniques." Wear 191, no. 1-2 (January 1996): 245–51. http://dx.doi.org/10.1016/0043-1648(95)06732-9.

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25

Bandula-Heva, T. M., M. Dhanasekar, and P. Boyd. "Experimental Investigation of Wheel/Rail Rolling Contact at Railhead Edge." Experimental Mechanics 53, no. 6 (December 11, 2012): 943–57. http://dx.doi.org/10.1007/s11340-012-9701-6.

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26

Bandula-Heva, Thaminda, and Manicka Dhanasekar. "Failure of discontinuous railhead edges due to plastic strain accumulation." Engineering Failure Analysis 44 (September 2014): 110–24. http://dx.doi.org/10.1016/j.engfailanal.2014.04.017.

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27

Xiong, Guang Yang, P. Hu, and Guang Wu Yang. "Study on Dynamics Mechanics of Generation for Rail Oblique Crack." Advanced Materials Research 118-120 (June 2010): 171–75. http://dx.doi.org/10.4028/www.scientific.net/amr.118-120.171.

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In order to understand the generation of rail oblique crack, based on vehicle-track coupling dynamics theory, the coupling dynamics system with vehicle, rail, sleeper and roadbed was constructed. By using new fast explicit numerical integration method, movement differential equations of system were solved, and wheel-rail forces and contact geometry relation were obtained when power car crossing curve track. Results of calculation have shown that when power car is crossing curve track, lateral forces of outer rail at all wheelsets are pointed to outer rail, longitudinal forces are pointed to forward direction of wheelsets, and their resultant forces are pointed to the second quadrant. Wheel-rail contact points of outer rail at the first and third wheelset are located within 13mm radius of railhead, but at the second and fourth wheelset they are located within 80mm radius of railhead. Degree of wheel-rail interaction at the first and third wheelset is severer than that at the second and fourth wheelset. According to direction of resultant forces and location of wheel-rail contact points, it can be learnt that greater wheel-rail force at the first and third wheelset will easily cause generation and growth of rail oblique crack when power car crossing curve track.

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28

Grassie, S. L., and S. J. Cox. "The Dynamic Response of Railway Track With Unsupported Sleepers." Proceedings of the Institution of Mechanical Engineers, Part D: Transport Engineering 199, no. 2 (April 1985): 123–36. http://dx.doi.org/10.1243/pime_proc_1985_199_149_01.

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The dynamic response of railway track with a section of unsupported sleepers is examined experimentally and a mathematical model of such track is presented. The principal function of ballast at frequencies above 100 Hz is to damp vibration of the track while the resilience of the railpad attenuates forces transmitted to the sleeper. In the absence of ballast, concrete sleepers are likely to crack if there are modest wheel or railhead irregularities.

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29

Anandika, R., C. Stenström, and J. Lundberg. "Non-destructive measurement of artificial near-surface cracks for railhead inspection." Insight - Non-Destructive Testing and Condition Monitoring 61, no. 7 (July 1, 2019): 373–79. http://dx.doi.org/10.1784/insi.2019.61.7.373.

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30

Lu, Chao, Ping Men, and Lianxiu Li. "An experimental study of EMAT ultrasonic surface waves modes in railhead." International Journal of Applied Electromagnetics and Mechanics 33, no. 3-4 (October 8, 2010): 1127–33. http://dx.doi.org/10.3233/jae-2010-1229.

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31

Markov, A. A., and V. V. Mosyagin. "Evaluation of the Size and Type of Flaws in a Railhead." Russian Journal of Nondestructive Testing 54, no. 2 (February 2018): 96–107. http://dx.doi.org/10.1134/s1061830918020043.

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32

Moreno-Ríos, Marisa, Ezequiel A. Gallardo-Hernández, Manuel Vite-Torres, and Alejandro Peña-Bautista. "Field and laboratory assessments of the friction coefficient at a railhead." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 230, no. 1 (May 29, 2014): 313–20. http://dx.doi.org/10.1177/0954409714536383.

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33

Anandika, R., J. Lundberg, and C. Stenström. "Phased array ultrasonic inspection of near-surface cracks in a railhead and its verification with rail slicing." Insight - Non-Destructive Testing and Condition Monitoring 62, no. 7 (July 1, 2020): 387–95. http://dx.doi.org/10.1784/insi.2020.62.7.387.

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In this study, near-surface cracks in a railhead are inspected thoroughly using phased array ultrasonic testing (PAUT). This research finds an alternative technique to inspect for near-surface cracks because the conventional non-destructive testing method for rail inspection lacks the capacity to inspect the near-surface crack profile. This study shows that PAUT can determine not only the crack depth but also the near-surface crack profile, so that the inspector can estimate the stage of crack growth and how the crack propagates. This information is valuable to the rail maintainer as one of the considerations for deciding the thickness of metal to remove when grinding the rail. In this study, after the measurement, the inspected region of the cracked railhead is sliced into thin pieces so that crack network information can be extracted. A 3D image reconstruction of the surface cracks based on the crack marks from all of the sliced rail pieces is performed. This image is then used as a reference to confirm the PAUT results. The results show that PAUT can clearly deliver crack profile estimation and provide an accurate estimation of a 3.51 mm crack-tip depth with an absolute error range of 8%-18%. The results also suggest that PAUT is a potential method for installation in a measurement train for near-surface crack inspection.

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34

Teidj, Sara. "Mathematical modeling on the propagation of guided elastic waves." International Review of Applied Sciences and Engineering 11, no. 2 (August 2020): 135–39. http://dx.doi.org/10.1556/1848.2020.20017.

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AbstractThe main cause of train derailment is related to transverse defects that arise in the railhead. These consist typically of opened or internal flaws that develop generally in a plane that is orthogonal to the rail direction. Most of the actual inspection techniques of rails relay on eddy currents, electromagnetic induction, and ultrasounds. Ultrasounds based testing is performed according to the excitation-echo procedure [1]. It is conducted conventionally by using a contact excitation probe that rolls on the railhead or by a contact-less system using a laser as excitation and air-coupled acoustic sensors for wave reception. The ratio of false predictions either positive or negative is yet too high due to the low accuracy of the actual devices. The inspection rate is also late; new numerical method has been developed in this context: The semi-analytical finite element method SAFE. This method has been applied in the case of anisotropic media [2], composite plates [3] and media in contact with fluids [4]. This method has been used successfully for several structures and especially in the case of beams of any cross-section such as rails that are the subject of this work and we were interested in wave propagation in waveguides of any arbitrary cross-section in the case of beams or rails.

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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.

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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 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.

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Song, Zenglu, Tsutomu Yamada, Hideki Shitara, and Yasushi Takemura. "Detection of Damage and Crack in Railhead by Using Eddy Current Testing." Journal of Electromagnetic Analysis and Applications 03, no. 12 (2011): 546–50. http://dx.doi.org/10.4236/jemaa.2011.312082.

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Jia, Yinliang, Shicheng Zhang, Ping Wang, and Kailun Ji. "A Method for Detecting Surface Defects in Railhead by Magnetic Flux Leakage." Applied Sciences 11, no. 20 (October 13, 2021): 9489. http://dx.doi.org/10.3390/app11209489.

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With the rapid development of the world’s railways, rail is vital to ensure the safety of rail transit. This article focuses on the magnetic flux leakage (MFL) non-destructive detection technology of the surface defects in railhead. A Multi-sensors method is proposed. The main sensor and four auxiliary sensors are arranged in the detection direction. Firstly, the root mean square (RMS) of the x-component of the main sensor signal is calculated. In the data more significant than the threshold, the defects are determined by the relative values of the sensors signal. The optimal distances among these sensors are calculated to the size of a defect and the lift-off. From the finite element simulation and physical experiments, it is shown that this method can effectively suppress vibration interference and improve the detection accuracy of defects.

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Zong, Nannan, and Manicka Dhanasekar. "Hybrid Genetic Algorithm for Elimination of Severe Stress Concentration in Railhead Ends." Journal of Computing in Civil Engineering 29, no. 5 (September 2015): 04014075. http://dx.doi.org/10.1061/(asce)cp.1943-5487.0000374.

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Lewis, Roger, Stephen R. Lewis, Yi Zhu, Saeed Abbasi, and Ulf Olofsson. "The modification of a slip resistance meter for measurement of railhead adhesion." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 227, no. 2 (July 31, 2012): 196–200. http://dx.doi.org/10.1177/0954409712455147.

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Mohammadzadeh, Saeed, Majeed Sharavi, and Hassan Keshavarzian. "Reliability analysis of fatigue crack initiation of railhead in bolted rail joint." Engineering Failure Analysis 29 (April 2013): 132–48. http://dx.doi.org/10.1016/j.engfailanal.2012.11.012.

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Vleck, Va Nee L. Van. "Delivering Coal by Road and Rail in Britain: The Efficiency of the “Silly Little Bobtailed” Coal Wagons." Journal of Economic History 57, no. 1 (March 1997): 139–60. http://dx.doi.org/10.1017/s0022050700017952.

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The small railway coal wagon was an early example held up to demonstrate Edwardian Britain’s technological stagnation. The small wagons have been blamed for inflated rail freight rates and depressed railway profits. What has been overlooked is that the small wagon was integral to the local coal market. The coal wagon was a substitute for costly distribution and delivery by road transport; although some railway specific costs may have been inflated, beyond the railhead other costs were economized. Seen in the appropriate context the small coal wagon was neither a bad choice nor an oddity.

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ANG, KOK KENG, JIAN DAI, MINH THI TRAN, and VAN HAI LUONG. "ANALYSIS OF HIGH-SPEED RAIL ACCOUNTING FOR JUMPING WHEEL PHENOMENON." International Journal of Computational Methods 11, no. 03 (June 2014): 1343007. http://dx.doi.org/10.1142/s021987621343007x.

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In this paper, a computational study using the moving element method (MEM) was carried out to investigate the dynamic response of a high-speed train–track system. Results obtained using Hertz contact model and linearized Hertz contact model are compared and discussed. The dynamic responses of a train travelling across a uniform foundation and a transition region are also investigated. Parametric study is performed to understand the effect of various factors on the occurrence and patterns of the jumping wheel phenomenon such as the variation of foundation stiffness, travelling speed of the train and the severity of railhead roughness.

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Ghafoor, Imran, Peter W. Tse, Javad Rostami, and Kim-Ming Ng. "Non-Contact Inspection of Railhead via Laser-Generated Rayleigh Waves and an Enhanced Matching Pursuit to Assist Detection of Surface and Subsurface Defects." Sensors 21, no. 9 (April 24, 2021): 2994. http://dx.doi.org/10.3390/s21092994.

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Laser ultrasonic technology can provide a non-contact, reliable and efficient inspection of train rails. However, the laser-generated signals measured at the railhead are usually contaminated with a high level of noise and unwanted wave components that complicate the identification of defect echoes in the signal. This study explores the possibility of combining laser ultrasonic technology (LUT) and an enhanced matching pursuit (MP) to achieve a fully non-contact inspection of the rail track. A completely non-contact laser-based inspection system was used to generate and sense Rayleigh waves to detect artificial surface horizontal, surface edge, subsurface horizontal and subsurface vertical defects created at railheads of different dimensions. MP was enhanced by developing two novel dictionaries, which include a finite element method (FEM) simulation dictionary and an experimental dictionary. The enhanced MP was used to analyze the experimentally obtained laser-generated Rayleigh wave signals. The results show that the enhanced MP is highly effective in detecting defects by suppressing noise, and, further, it could also overcome the deficiency in the low repeatability of the laser-generated signals. The comparative analysis of MP with both the FEM simulation and experimental dictionaries shows that the enhanced MP with the FEM simulation dictionary is highly efficient in both noise removal and defect detection from the experimental signals captured by a laser-generated ultrasonic inspection system. The major novelty contributed by this research work is the enhanced MP method with the developments of, first, an FEM simulation dictionary and, second, an experimental dictionary that is especially suited for Rayleigh wave signals. Third, the enhanced MP dictionaries are created to process the Rayleigh wave signals generated by laser excitation and received using a 3D laser scanner. Fourth, we introduce a pioneer application of such laser-generated Rayleigh waves for inspecting surface and subsurface detects occurring in train rails.

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Fourie, Danie, Robert Fröhling, and Stephan Heyns. "Railhead corrugation resulting from mode-coupling instability in the presence of veering modes." Tribology International 152 (December 2020): 106499. http://dx.doi.org/10.1016/j.triboint.2020.106499.

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Zong, Nannan, and Manicka Dhanasekar. "Experimental studies on the performance of rail joints with modified wheel/railhead contact." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 228, no. 8 (July 29, 2013): 857–77. http://dx.doi.org/10.1177/0954409713496764.

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Tran, Minh Thi, Kok Keng Ang, and Van Hai Luong. "Vertical Dynamic Response of High-Speed Rails During Sudden Deceleration." International Journal of Computational Methods 14, no. 02 (February 22, 2017): 1750014. http://dx.doi.org/10.1142/s0219876217500141.

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In this paper, a computational study using the moving element method is carried out to investigate the dynamic response of a high-speed rail (HSR) experiencing sudden braking. The train is modeled as a 10-DOF system of interconnected spring-damping units. The Hertz contact theory is employed to account for the nonlinear contact force between the wheel and rail. The railway track is treated as an Euler–Bernoulli beam resting on a two-parameter elastic damped foundation. The effects of wheel sliding, initial train deceleration, initial train speed and the severity of railhead roughness on the dynamic response of the HSR are investigated.

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Ghafoor, Imran, Peter W. Tse, Nauman Munir, and Amy J. C. Trappey. "Non-contact detection of railhead defects and their classification by using convolutional neural network." Optik 253 (March 2022): 168607. http://dx.doi.org/10.1016/j.ijleo.2022.168607.

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48

Mandal, Nirmal Kumar. "Ratchetting of railhead material of insulated rail joints (IRJs) with reference to endpost thickness." Engineering Failure Analysis 45 (October 2014): 347–62. http://dx.doi.org/10.1016/j.engfailanal.2014.07.003.

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Pimshin, Yuri I., Yuri V. Zayarov, and Ivan Yu Pimshin. "Evaluation of the running parameters of the polar cranes installed in the NPP reactor compartments during their control assembly." MATEC Web of Conferences 224 (2018): 02077. http://dx.doi.org/10.1051/matecconf/201822402077.

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The paper considers the basic principles of motion along the polar cranes circumference. The geometric parameters of the mutual turn of the crane running wheels are shown to be the critical features in the crane motion along the circumference. Noncompliance of the turn determines the transverse slippage of the crane running wheels, while the wheel shape affects only the elastic longitudinal slip. The consequence of slide and slippage is the railhead actuation on one side and the loss of the road stability when the crane moves. Stability of the road-holding rigidity ensures achievement of targeting accuracy of the load-gripping device. These parameters are the main operational characteristics which should be normalized and should be minimal in absolute terms.

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Wang, Pu, Shuguo Wang, and Liang Gao. "Numerical prediction of the development of rail wear on high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 9 (July 12, 2019): 927–44. http://dx.doi.org/10.1177/0954409719860715.

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In this paper, a numerical prediction model was established to investigate the development of rail wear on high-speed railways, and a corresponding program was written using Matlab. According to Archard’s material wear theory, the wear depth distribution in the wheel–rail contact patch and along the rail profile was calculated based on a simulation of vehicle–track dynamics and a wheel–rail rolling contact analysis. In the dynamics model, various structural components and the complex nonlinear interactions between components were precisely simulated to ensure consistency with reality. Simulations were then conducted for every possible load case, and dimensionless weight factors were introduced to model the diverse operating conditions of a high-speed railway. An adaptive step algorithm was adopted to iteratively update the rail profile and reduce cumulative deviation or errors, improving the stability and reliability of the numerical model. Finally, a case study was conducted to investigate the development of wear in different track sections on a high-speed railway using the developed model. The results indicated that in the circular curve and transition sections, the side wear of the outer rail was obvious, and the wear of the inner rail was relatively smaller and mostly distributed in the middle of the railhead. The wear of the outer rail was more severe in the circular curve section compared to that in the transition sections. The closer to the rail shoulder, the greater the difference between the wear in the circular curve section and that in the transition section. In the tangent section, the wear of both rails was similarly distributed in the middle of the railhead and far less severe than in either the circular curve or transition sections. The agreement between the calculated results and field observations verified the rationality of the established rail wear model, which shows promise for improving the maintenance planning of high-speed railways and furthering the understanding of the rail wear processes.

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