Flying Ballast Resistance for Composite Materials in Railway Vehicle Carbody Shells

Önder, Asım; O'Neill, C; Robinson, Mark

doi:10.1016/j.trpro.2016.05.301

Cited by 11 publications

(7 citation statements)

References 15 publications

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“…Both samples were manufactured with artificial inserts made of Teflon ® tape in order to simulate defects such as delaminations and disbonds that can appear on the side wall sections of a train. Specifically, such defects can be caused by impact damage from rail ballasts or other flying objects as the train travels through the rail tracks at high speed [ 10 ]. In the case of the sandwich component, impact damage, apart from delaminations, can cause disbond between the foam core and the CF skin.…”

Section: Experimental Setup and Proceduresmentioning

confidence: 99%

“…The use of carbon fibre or glass fibre components of monolithic and hybrid nature (i.e., sandwich type with foam or honeycomb core) in rail carbodies has been the subject of research by various EU-funded Shift2Rail projects such as PIVOT2 [ 5 ], GEARBODIES [ 6 ], CARBODIN [ 7 ] and Roll2Rail [ 8 ], as well as many research papers on existing prototype carbodies [ 4 , 9 , 10 ]. When substituting conventional materials with alternatives, transport system manufacturers and operators must ensure safety.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Exploring Step-Heating and Lock-In Thermography NDT Using One-Sided Inspection on Low-Emissivity Composite Structures for New Rail Carbodies

Tromaras

Kappatos

2022

Sensors

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This paper aims to explore the qualification of step- and lock-in heating thermography as techniques capable of inspecting new composite rail carbodies following input and inspection requirements set by the rail manufacturing industry. Specifically, we studied (a) a monolithic CFRP sample (20 mm thickness) and (b) a CFRP–PET foam–CFRP sandwich (40 mm total thickness) component, that were manufactured with artificial defects, to replicate the side wall sections of a carbody. The samples proved to be very challenging to test using only one-sided inspection due to (1) exhibiting significant thickness compared to existing literature, (2) low surface emissivity and (3) that the foam core of the sandwich sample was a thermal insulating material. In addition, the sandwich sample was designed with defects on both skins. Both thermography techniques provided similar defect detection results, although step heating offered faster detection. In the case of the monolithic panel, defects up to 10 mm depth were detected, with minor detection of defects at 15 mm depth with a step-heating protocol between 90 s and 120 s overall acquisition, which was faster than the 140 s used with the lock-in technique. For the sandwich component only the front skin defects were detected, with both techniques using heating protocols between 70–120 s.

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Section: Experimental Setup and Proceduresmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Exploring Step-Heating and Lock-In Thermography NDT Using One-Sided Inspection on Low-Emissivity Composite Structures for New Rail Carbodies

Tromaras

Kappatos

2022

Sensors

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“…So, in pursuit to become a more efficient transportation system, the railway sector has indeed looking for new technological renovations in terms of lightweight materials systems. [10][11][12][13][14] In this context the utilization of fiber-reinforced polymer based composite materials in various railway parts is found to be an excellent resolution to mitigate the overall weight of the railway vehicle structure and at the same time keeping their mechanical properties intact. The researchers are focused on the development of biocomposites by reinforcing the natural fibers in polymer composites.…”

Section: Introductionmentioning

confidence: 99%

Carbon fiber reinforced areca/sisal hybrid composites for railway interior applications: Mechanical and morphological properties

et al. 2021

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The present experimental investigation focuses on the development of Areca/ Sisal/Carbon reinforced epoxy hybrid composites under various stacking sequences and involves the assessment of their mechanical and morphological properties to evaluate their use in some railway interior applications. Nine different combinations of laminates were prepared by using the manual hand layup technique. Mechanical experiments such as tensile, flexural, impact, inter-laminar shear strength and hardness tests were performed and the results envied the positive values which suggest the use of composites prepared in the study to be employed in some railway interior parts. The morphology of the composites was scrutinized using scanning electron microscopy and exposed the proper agglomeration of fibers in the matrix which in turn has influenced better mechanical properties. The experimental results convey that the hybridization of natural and synthetic fibers in polymer matrix would be an exciting prospect to be utilized in some railway interior applications.

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“…Indeed, it is well known from the aerospace sector that detriment of mechanical properties caused by impact events 11 is the principal critical limitation to the implementation of the composites in primary load-bearing structures. Referring to the specific case of railway industry, Onder et al 12 assessed the damage caused by impact loadings on E-glass/polyester laminate structures and pointed out the effects of impacts at four velocity levels (40, 70, 100 and 130 m s −1 ). Goo et al 7 evaluated the structural integrity of a bogie frame, made of glass/fibre epoxy 4-harness laminate subjected to impacts at three different energy levels (5, 10 and 20 J), showing a detriment of residual properties by almost 18%, with an increased damage area at higher energy levels and for sharper edges of the impacting object.…”

Section: Introductionmentioning

confidence: 99%

“…The issue of impact resistance is of fundamental importance for railway components due to flying ballast projections, 12 a phenomenon for which general objects such as debris, leaves and ice become airborne due to aerodynamic and mechanical causes and impact the bottom portion of the vehicle in transit causing damage. These impacts, generally characterized by a minimum energy level of around 5 J, 7 can generate barely visible impact damage (BVID) to composite components, leading to a detriment of mechanical properties in terms of strength and stiffness 13 –15 that can result in unexpected failure of the component, exposing the entire structure and passengers to serious dangers.…”

Section: Introductionmentioning

confidence: 99%

Thermoplastic polyurethane composites for railway applications: Experimental and numerical study of hybrid laminates with improved impact resistance

Rizzo

Pinto

Meo

2019

Journal of Thermoplastic Composite Materials

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Due to the introduction of highly restrictive safety and pollution legislations in the railway industry, weight reduction has become an increasingly important topic over the last decade. Carbon fibre-reinforced polymers (CFRPs) constitute an excellent alternative to traditional materials, due to their highly specific in-plane mechanical properties. Their use in railway industry, however, is currently hindered by their weak out-of-plane properties. Bogies and underframes are often subjected to impact loadings caused by objects and debris surrounding the tracks (i.e. ice, ballast) that become airborne during the train transit and impact lower part of the carriage. While metal structures absorb impact energy via plastic deformation, barely visible impact damage can occur in CFRP, weakening the component, and often leading to catastrophic failures. This work proposes a method for the improvement of impact absorption performance of railway composite structures via the addition of a thermoplastic polyurethane (TPU) coating to CFRP laminates. The thermomechanical behaviour of the thermoplastic layer was investigated with dynamic mechanical analysis and differential scanning calorimetry analysis to optimize the manufacturing process, while damping tests were carried out to demonstrate its unaltered energy absorption ability in the final manufactured structure. TPU/CFRP plates (150 × 100 mm2 of in-plane size) were subjected to 2, 3 and 5 J impacts, and the results were compared with those of traditional CFRP laminates. Non-destructive test (NDT; i.e. C-scan, phased array) and compression-after-impact test were carried out on the impacted samples to assess the damaged area and residual in-plane mechanical properties. Results show that the TPU layer modifies the energy absorption mechanism, preventing the propagation of damage within the CFRP and resulting in undamaged samples even at the highest energy. To predict the TPU/CFRP impact behaviour and identify the best process parameters to optimize impact energy absorption, a finite element model was developed and validated using experimental data. The comparison showed good correlation, and a fine approximation of the different impact mechanisms was observed with a maximum error of 5% between experimental and simulated output values. The experimental and numerical results show that the TPU/CFRP laminates constitute a novel solution for the manufacturing of lighter and safer railway composite structures.

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Flying Ballast Resistance for Composite Materials in Railway Vehicle Carbody Shells

Cited by 11 publications

References 15 publications

Exploring Step-Heating and Lock-In Thermography NDT Using One-Sided Inspection on Low-Emissivity Composite Structures for New Rail Carbodies

Exploring Step-Heating and Lock-In Thermography NDT Using One-Sided Inspection on Low-Emissivity Composite Structures for New Rail Carbodies

Carbon fiber reinforced areca/sisal hybrid composites for railway interior applications: Mechanical and morphological properties

Thermoplastic polyurethane composites for railway applications: Experimental and numerical study of hybrid laminates with improved impact resistance

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