A versatile method in the space domain to study short-wave rail undulatory wear caused by rail surface defects

Correa, Nekane; Vadillo, E.G.; Santamaría, Javier; Herreros, J. M.

doi:10.1016/j.wear.2016.02.012

Cited by 31 publications

(10 citation statements)

References 36 publications

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“…Several researchers have reported that they validated their models, 20,21,25,34 making significant progress in the study of rail corrugation. However, under close examination, it can be found that many rail corrugation prediction models in the literature do not take the effect of the radius of curved tracks into account.…”

Section: Discussionmentioning

confidence: 99%

“…In the literature, the validation method generally comprises the following procedures: 20,21,25,34 (1) Measure a profile of the rail working surface without rail corrugation along the longitudinal direction of the rail, (2) measure several different profiles of the rail working surface with rail corrugation along the longitudinal direction of the rail to obtain the evolution of rail corrugation with time, (3) establish a rail corrugation model and perform a numerical analysis of the model to obtain the evolution of rail corrugation with time, and (4) compare the measured and numerical results of rail corrugation and draw a conclusion. Several researchers have reported successfully validating their models.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Field measurement and model prediction of rail corrugation

Chen

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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In a field test, three corrugation profiles of rails and their corresponding vibrations were measured, and the wavelengths and frequencies of rail corrugations were obtained. In the model prediction, finite-element models of the self-excited vibrations corresponding to three different wheelset–track systems were established. The corrugation frequencies of these models were predicted, and a comparison between the measured and the predicted corrugation frequencies showed that they are in good agreement. It can be concluded that the self-excited vibration of a wheelset–track system can cause rail corrugation. A benchmark condition for the validation of rail corrugation models is proposed.

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Section: Discussionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Field measurement and model prediction of rail corrugation

Chen

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Its prediction is usually out of the scope of the simulations that the vehicle operators and track managers perform, and the solutions tend to be increasing the maintenance frequency in order to avoid the propagation phase. Advanced research allows for its simulation and prediction 24 with a mathematical and computational complexity level that might not be suitable for end-user applications.…”

Section: Nonuniform Wearmentioning

confidence: 99%

On integrated wheel and track damage prediction using vehicle–track dynamic simulations

Casanueva

Enblom

Stichel

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part F:

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The renewal costs for wheels and rails are a substantial part of the costs for rolling stock operators and infrastructure managers all over the world. The causes for reprofiling or grinding are, in most cases, related to the following: (1) wheel or rail profiles with unacceptable wear, (2) appearance of rolling contact fatigue cracks in the surface, and (3) wheel flats caused by locking wheels during braking. The first two causes are related to the dynamic behavior of the vehicletrack system, and can be predicted using multibody simulations. However, there are several limitations that restrain the usefulness of these prediction techniques, such as simulation time constraints, necessary simplifications, and lack of experimental data that lead to educated assumptions. In this paper, we take the end-user perspective in order to show whether the latest developments in wheel-rail damage prediction can be integrated in a simplified framework, and subsequently used by the different stakeholders for an improved management of the different assets involved in the operation of rail vehicles.

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“…They found that a short-wave irregularity with a wavelength range from 0.05 to 0.39 m was the main form. Initiation and development of such an irregularity can be from high-frequency excitation, which finally loses its energy by dissipation in the form of plastic deformation and other processes related to the growth of track damage, as reported by Wen [6], Correa [7], and Mandal and Dhanasekar [8]. Therefore, controlling the size of the short-wave irregularity of welds is of great importance to ensure secure, stable, and economic operation of high-speed railways.…”

Section: Introductionmentioning

confidence: 99%

Observation and Simulation of Axle Box Acceleration in the Presence of Rail Weld in High-Speed Railway

Wang

et al. 2017

Applied Sciences

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Rail welds are widely used in high-speed railways and short-wave irregularities usually appear due to limitations in welding technology. These irregularities can excite a high wheel/rail force and are regarded as the main cause of deterioration in track structures. To measure this fierce force (or deterioration of the rail weld), axle box acceleration is treated as an effective and economic measure, though an exact quantitative relation between these two quantities remains elusive. This paper aims to develop such a relation in order to provide a new theoretical basis and an analysis method for monitoring and controlling weld geometry irregularity. To better understand the characteristics of axle box acceleration, the paper consists of two parts: an observation and a numerical simulation of axle box acceleration by rail welds. Based on measured data from field tests, axle box acceleration at rail welds was found to have high-frequency vibrations in two frequency bands (i.e., 350-500 Hz and 1000-1200 Hz). Upon analyzing the vibration characteristics in time-frequency domains, the exact location of the rail weld irregularity could be identified. Subsequently, a 3D high-speed wheel/rail rolling contact finite element model was employed to investigate the effect of rail weld geometry on axle box acceleration, and led to the discovery that the weld length and depth determine the vibration frequency and amplitude of the axle box acceleration, respectively. A quantitative relation between axle box acceleration and wheel/rail force has also been determined. Finally, we propose an approach for real-time health detection of rail welds and discuss the influence of other defects and rail welds on the acceleration signal of the axle box.

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A versatile method in the space domain to study short-wave rail undulatory wear caused by rail surface defects

Cited by 31 publications

References 36 publications

Field measurement and model prediction of rail corrugation

Field measurement and model prediction of rail corrugation

On integrated wheel and track damage prediction using vehicle–track dynamic simulations

Observation and Simulation of Axle Box Acceleration in the Presence of Rail Weld in High-Speed Railway

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