Axle box acceleration: Measurement and simulation for detection of short track defects

Molodova, Maria; Li, Zili; Dollevoet, Rolf

doi:10.1016/j.wear.2010.10.003

Cited by 167 publications

(101 citation statements)

References 8 publications

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“…Molodova et al [44] report the detection of defects at short wavelengths from axleboxmounted accelerometers. The paper shows that the frequencies generated over a short wavelength defect such as a squat can exceed 500 Hz.…”

Section: Excessive Datamentioning

confidence: 99%

Perspectives on railway track geometry condition monitoring from in-service railway vehicles

Weston

Roberts

Yeo

et al. 2015

Vehicle System Dynamics

195

130

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This paper presents a view of the current state of monitoring track geometry condition from in-service vehicles. It considers technology used to provide condition monitoring; some issues of processing and the determination of location; how things have evolved over the past decade; and what is being, or could/should be done in future research. Monitoring railway track geometry from an in-service vehicle is an attractive proposition that has become a reality in the past decade. However, this is only the beginning. Seeing the same track over and over again provides an opportunity for observing track geometry degradation that can potentially be used to inform maintenance decisions. Furthermore, it is possible to extend the use of track condition information to identify if maintenance is effective, and to monitor the degradation of individual faults such as dipped joints. There are full unattended track geometry measurement systems running on in-service vehicles in the UK and elsewhere around the world, feeding their geometry measurements into large databases. These data can be retrieved, but little is currently done with the data other than the generation of reports of track geometry that exceeds predefined thresholds. There are examples of simpler systems that measure some track geometry parameters more or less directly and accurately, but forego parameters such as gauge. Additionally, there are experimental systems that use mathematics and models to infer track geometry using data from sensors placed on an in-service vehicle. Finally, there are systems that do not claim to measure track geometry, but monitor some other quantity such as ride quality or bogie acceleration to infer poor track geometry without explicitly measuring it.

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Section: Excessive Datamentioning

confidence: 99%

Perspectives on railway track geometry condition monitoring from in-service railway vehicles

Weston

Roberts

Yeo

et al. 2015

Vehicle System Dynamics

195

130

View full text Add to dashboard Cite

show abstract

“…High-frequency vibration generated on the wheel-rail surface under excitation of all kinds of irregularities can be easily transferred to the axle box. However, previous studies on the axle-box acceleration [14][15][16][17] have only focused on the use of response of the axle-box acceleration in frequency domain to monitor defects without any threshold proposed for safety running. In this section, based on results of Section 3, dynamic wheel-rail force and axle-box acceleration are used to establish a quantitative relation.…”

Section: Quantitative Relation Of Dynamic Wheel-rail Force Andmentioning

confidence: 99%

“…Molodova et al [15,16] carried out corresponding tests of axle-box acceleration (with the vehicle speed of 100 km/h) against some damage occurring at weld joints on site with preliminary establishment of a health monitoring system that can detect components in bad service statuses. Molodova et al [17] simulated the changes of axle-box acceleration at shortwave irregularities of rail at a speed of 140 km/h by using 3D explicit finite element model and results conforming to the site test were obtained. It shall be noted that main purpose of above studies was to monitor defects through the dynamic response in time and frequency domain.…”

Section: Introductionmentioning

confidence: 99%

Dynamic Response of Wheel-Rail Interaction at Rail Weld in High-Speed Railway

Wang

Xiao

et al. 2017

Shock and Vibration

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As a main part of continuously welded rail track, rail weld widely exists in high-speed railway. However, short-wave irregularities can easily initiate and develop in rail weld due to the limitation of welding technology and thus rail weld has been a main high-frequency excitation and is responsible for deterioration of track components. This work reports a 3D finite element model of wheel-rail rolling contact which can simulate dynamic wheel-rail interaction at arbitrary contact geometry up to 400 km/h. This model is employed to investigate dynamic response of wheel-rail interaction at theoretical and measured rail weld, including wheel-rail force and axlebox acceleration. These simulation results, combined with Quality Index (QI) method, are used to develop a quantitative expression, which can be easily applied for evaluating rail weld deterioration based on measured rail profiles and axle-box acceleration.

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“…To apply a squat to the originally smooth surface of a rail for the simulation, geometry of a typical severe squat was measured with RAILPROF as [9]. Since the RAILPROF measures the longitudinal-vertical rail profile along the center line of the rail, while the maximum deviation of the vertical irregularity probably occurs off the center line, and cracks beneath the squat may affect the accuracy of the measurement, modification is made for a more realistic shape of squat in the model.…”

Section: 1mentioning

confidence: 99%

An Explicit Integration Finite Element Method for Impact Noise Generation at a Squat

Yang

Dollevoet

2015

Notes on Numerical Fluid Mechanics and Multidisciplinary Design

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SummaryThis paper presents a full finite element (FE) interaction model of wheel-track to study the wheel-rail impact noise caused by squat. The wheel, the rail and some other track components are modeled with finite elements in three dimensions, where necessary and appropriate. Realistic contact geometry, including geometric irregularity (squat) in the contact surfaces is considered. The integration is performed in the time domain with an explicit central difference scheme. For convergence, the Courant time step condition is enforced, which, together with the detailed modeling of the structural and continuum of the wheel-track system, effectively guarantees that vibration frequency of 10 kHz or higher is reproduced. By making use of the calculated velocities and pressures on the vibrating surfaces, the boundary element method (BEM) based on Helmholtz equation is adopted to transform the vibration of the track into acoustic signal.

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Axle box acceleration: Measurement and simulation for detection of short track defects

Cited by 167 publications

References 8 publications

Perspectives on railway track geometry condition monitoring from in-service railway vehicles

Perspectives on railway track geometry condition monitoring from in-service railway vehicles

Dynamic Response of Wheel-Rail Interaction at Rail Weld in High-Speed Railway

An Explicit Integration Finite Element Method for Impact Noise Generation at a Squat

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