Assessing the effects of track input on the response of insulated rail joints using field experiments

Askarinejad, Hossein; Dhanasekar, Manicka; Cole, Colin

doi:10.1177/0954409712458496

Cited by 40 publications

(31 citation statements)

References 12 publications

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“…As can be seen, the velocity amplitudes generated by locomotive were found to be evidently greater than those from the rear wagons for all these three test sites. This phenomenon had been observed in most of the field tests [17,35], and the reason was mainly attributed to larger axle weight or the superimposed effect among axles. Based on the data from different train formations in this test, however, it was not the key for vibration differences.…”

Section: Train Typementioning

confidence: 99%

Field Testing and Analysis of Embankment Vibrations Induced by Heavy Haul Trains

Ling

Zhang

et al. 2017

Shock and Vibration

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This paper presents a field testing of track and ground-borne vibration generated by heavy haul trains. The test sites consisted of three embankments with height of 6.6, 8.1, and 11.9, respectively. The acceleration signals of the rail, sleeper, and embankment surface were recorded, and then the propagation characteristics of ground vibration with distance to track center were contrastively analyzed. The test results show that horizontal vibration was dominant for locations near the track but decreased rapidly and became comparable with the vertical levels as the distance from track center increases. The quasi-static excitation dominated the sleeper response, and the dominant frequency range was found in the low-frequency zone corresponding to the fundamental axle passage frequency. For embankment surface, another pronounced dominant frequency zone was observed between 30 and 80 Hz, which was attributed to the dynamic excitation. Moreover, these higher frequency components were more promptly attenuated than lowfrequency ones. The reason that vibration levels generated by locomotive were greater than wagon was attributed to the different bogie suspension mode. The relationship between normalized PPV and distance from track center in doubly logarithmic scales can be expressed with exponential function, and the vibration attenuation rates were restrained with increasing the embankment height.

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Section: Train Typementioning

confidence: 99%

Field Testing and Analysis of Embankment Vibrations Induced by Heavy Haul Trains

Ling

Zhang

et al. 2017

Shock and Vibration

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“…one-direction traffic) may influence the IRJ differentiating the dynamic behavior of the track before and after the discontinuity. As trains always run in the same direction on the track of this case study, only the rail after the discontinuity is subjected to impact forces, which may affect the track components such as the rail, the interaction between the rail and the connecting plates, and the condition of the support where the rail end is supported and the consecutive supports [14,16]. The symmetry of the dynamic behavior of IRJs with respect to the discontinuity is studied in "Symmetry of IRJs with respect to the discontinuity" section.…”

Section: Hammer Tests For the Irj Baselinementioning

confidence: 99%

“…With those results, a better understanding of the wheel-rail contact forces and track displacements was obtained. In [14], the main focus was on quantifying the differences between straight tracks and IRJs; whereas the differences between different IRJ types is presented in [15]. The degradation of IRJs has been investigated by extensive field monitoring combining visual analysis with either settlement measurements in [16] or geometry measurements in [2].…”

Section: Introductionmentioning

confidence: 99%

Experimental Investigation Into the Condition of Insulated Rail Joints by Impact Excitation

et al. 2015

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This paper presents a feasibility study to determine if the health condition of Insulated Rail Joints (IRJs) can be assessed by examining their dynamic response to impact excitation. First, a reference dynamic behavior is defined in the frequency domain of 50-1200 Hz based on field hammer test measurements performed on a IRJ baseline (i.e., a set of IRJ without visible damage). Then, measurements on IRJs with different damage states are compared to the IRJ baseline response via the frequency response function (FRF) based statistical method. Three cases of IRJs are analyzed: a IRJ with a broken fastening, a IRJ with a damaged insulation layer and a IRJ with a rail top with plastic deformation. Combining hammer test measurements, hardness measurements and pictures of the IRJs, two frequency bands were identified as characteristic for damaged IRJs. In the identified high frequency band (1000-1150 Hz), the measured dynamic response with both a vehicle-borne health monitoring system and hammer tests shows a clear difference between the damaged IRJs and the IRJ baseline. Furthermore, different damage types may be able to be identified by examining the dynamic responses in the identified mid-frequency band (420-600 Hz). Further analysis over a larger number of IRJs may complete and support the promising results so that the information can be employed for the condition assessment and monitoring of IRJs.

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“…These include the change in stiffness of rail pads and fatigue damage of the fastening system [1], the location of the rail weld between the adjacent sleepers [27], existence of track lateral irregularity [28], noise from braking pads, and damage appearance due to an increase in total train mass, etc.…”

Section: Qualitative Analysis On the Effectiveness Of The Modelmentioning

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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Assessing the effects of track input on the response of insulated rail joints using field experiments

Cited by 40 publications

References 12 publications

Field Testing and Analysis of Embankment Vibrations Induced by Heavy Haul Trains

Field Testing and Analysis of Embankment Vibrations Induced by Heavy Haul Trains

Experimental Investigation Into the Condition of Insulated Rail Joints by Impact Excitation

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

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