An investigation into the effect of temperature-dependent stiffness of rail pads on vehicle-track coupled vibrations

Wei, Kai; Liu, Zi-xuan; Liang, Yingchun; Wang, Ping

doi:10.1177/0954409716631786

Cited by 15 publications

(11 citation statements)

References 21 publications

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“…In general, the static stiffnesses of all three common types of rail pad are considerably sensitive to temperatures below 20°C, with chloroprene rubber (CR) rail pads being the most sensitive. Above 20°C, their static stiffnesses increase slightly with temperature; however, low-temperature (−40 to 70°C) effects on rail pad stiffness are more significant than higher temperature effects (20-70°C) (Wei et al, 2016).…”

Section: Effect Of Temperature On Elastic Padsmentioning

confidence: 98%

“…The elasticity of the rail pad is affected by extremely cold conditions that increase the track stiffness. Rail pads can become over-elastic in the summer, which causes track stiffness differentials (Wei et al, 2016). 3.…”

Section: Extreme Temperature Casesmentioning

confidence: 99%

“…An experiment was conducted with three different types of rail pads: thermoplastic polyurethane elastomer, CR, and ethylene propylene diene monomer (Wei et al, 2016). The goal was to investigate the effects of temperature-dependent rail pad stiffnesses on vehicle-track coupled vibrations.…”

Section: Climate and Temperature Impactsmentioning

confidence: 99%

See 2 more Smart Citations

Lifecycle Assessments of Railway Bridge Transitions Exposed to Extreme Climate Events

Setsobhonkul

Kaewunruen

Sussman

2017

Front. Built Environ.

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Railway track components located at bridge transition zones or approach areas suffer from impact load and vibrations caused by abrupt changes in track stiffness on the bridge and the subgrade. The numerous strategies that can be used to mitigate these abrupt track stiffness changes rely on one of two concepts. The first concept is that of providing a gradual stiffness change, and the second is that of equalizing the track stiffness. A number of such mitigation methods have been developed and implemented over recent decades. Construction activities associated with these methods require various materials, processes, and uses of time, costs, and carbon emissions. In this study, eight of the most common techniques for railway bridge transition mitigation, including under ballast mats (UBMs), soft baseplates, under sleeper pads (USPs), rail pads, embankment treatments, transition slabs, ballast bonding, and wide sleepers, are compared. This study benchmarks the costs and carbon emissions of these eight mitigation techniques over the 50-year lifespan of a railway system subject to identical probabilities of four environmental scenarios: a control case, extremely high temperatures, extremely low temperatures, and flash flooding. This unprecedented study systemically investigates the effectiveness of the mitigation methods while considering the effects of 30 and 100 m bridge span lengths. Our results indicate that railway engineers should adopt different mitigation methods for different scenarios. The soft baseplate is the most appropriate method for a short-span bridge in the control case and the case of flash flooding, while ballast bonding is better for long-span railway bridges. Embankment treatment is recommended for both high-and low-extreme temperatures. However, its applicability is limited when the differential track stiffness is extremely high. Hence, alternatives that are 5-25% more expensive are proposed in parallel. The alternative methods include ballast bonding, and the USP and UMB methods, the latter two of which are designed for different climate scenarios. These recommendations translate novel insights from the systems thinking approach into practice and will benefit the railway industry significantly over the long term, enhancing both economic and environmental sustainability.

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Section: Effect Of Temperature On Elastic Padsmentioning

confidence: 98%

Section: Extreme Temperature Casesmentioning

confidence: 99%

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Lifecycle Assessments of Railway Bridge Transitions Exposed to Extreme Climate Events

Setsobhonkul

Kaewunruen

Sussman

2017

Front. Built Environ.

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“…Based on the obtained results, it was concluded that the stiffness of railpads and, therefore, dynamic behavior of railway track vary between hot and cold days. A nonlinear behavior was observed in [9] for three different railpad materials tested at temperatures between −40°C to 70°C. The stiffness was shown to be more significantly sensitive to temperature variation below 10°C.…”

Section: Introductionmentioning

confidence: 99%

Monitoring of Railpad Long-term Condition in Turnouts Using Extreme Value Distributions

Barkhordari,

Galeazzi,

Blanke

2021

Preprint

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The railpad is a key element in railway infrastructures that plays an essential role in the train-track dynamics. Presence of worn or defective railpads along railway track may lead to large wheel/rail interaction forces, and a high rate of deterioration for track components. Despite the importance of railpad, the track infrastructure managers use no inspection tool for monitoring in-service railpads over time. In this paper, a novel data-driven monitoring tool for long-term performance analysis of in-service railpads is developed based on train-induced vibration data collected by a track-side measurement system. The monitoring tool consists of a method for track resonance frequencies estimation, a temperature-frequency model for describing railpad behavior with respect to ambient temperature, and a generalized likelihood ratio test based on the generalized extreme value distribution for detecting changes in the railpad status over time. To evaluate the performance of the proposed monitoring system, the status of railpads at four different locations along a railway turnout is monitored over a period of 18 months. It is shown that the monitoring system can successfully detect changes in railpad properties over the considered period.

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“…To address this issue, vibration mitigation measures can be implemented at the vibration source (Costa et al, 2012;Thompson et al, 2015;Vogiatzis and Kouroussis, 2015), on the propagation path (Coulier et al, 2013;Dijckmans et al, 2015), or at the receivers where vibration problems occur (Talbot and Hunt, 2003), among which source mitigation is believed to be the most cost-effective measure (Hemsworth, 2000). The source mitigation measures also include a variety of strategies: continuous welded rail (Eum et al, 2003); railpads (Wei et al, 2016(Wei et al, , 2017; special trackforms such as floating slab track (FST) (Lei and Jiang, 2014;Vogiatzis and Kouroussis, 2015;Dere, 2016) and ladder track (Xia et al, 2010); ballast mats (Auersch, 2006;Costa et al, 2012); and so on.…”

Section: Introductionmentioning

confidence: 99%

Influence of static preload on vibration reduction effect of floating slab tracks

Liu

et al. 2018

Journal of Vibration and Control

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To effectively reduce the railway vibration and its environmental impact, vibration mitigation measures are increasingly used. The vibration reduction effect of railway tracks is described quantitatively by insertion loss (IL). ILs obtained from in situ measurements under moving train loads and laboratory tests under artificial excitation differ significantly due to the different track loading state between these two methods. The differences of track loading state are induced by the moving effect of train passages and the preloads effect of vehicle masses, the latter of which is a significant factor to discuss in this paper. In order to study the static preload by vehicle masses influence on the vibration reduction effect in isolated tracks, the steel spring floating slab track and regular slab track, as a reference case, were compared. First, a theoretical simplified model was constructed, following which a finite–infinite element coupled model was built, which was calibrated by experimental test results. Impact loads were applied to both tracks with preloads using unsprung wheelsets or sprung vehicle-body masses, with the total mass varying from 0 t to 30 t. The results demonstrate that the increase in preload of unsprung mass makes the natural frequencies further reduced, and the peak IL value increased from 39 dB to 48 dB. The increase in preload has a significant effect on vibration responses below 5 Hz, and the application of the preload has different effects on the reduction effect in different frequency ranges.

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An investigation into the effect of temperature-dependent stiffness of rail pads on vehicle-track coupled vibrations

Cited by 15 publications

References 21 publications

Lifecycle Assessments of Railway Bridge Transitions Exposed to Extreme Climate Events

Lifecycle Assessments of Railway Bridge Transitions Exposed to Extreme Climate Events

Monitoring of Railpad Long-term Condition in Turnouts Using Extreme Value Distributions

Influence of static preload on vibration reduction effect of floating slab tracks

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