On the non-proportionality between wheel/rail contact forces and speed during wheelset passage over specific welds

Correa, Nekane; Vadillo, E.G.; Santamaría, Javier; Blanco-Lorenzo, Julio

doi:10.1016/j.jsv.2017.10.031

Cited by 8 publications

(7 citation statements)

References 30 publications

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“…Cyan represents the 1‐m CR‐values of 4340 RWJs in different profiles; the waveforms corresponding to the 5%, 25%, 50%, 75%, and 95% quantiles of different profiles are shown in Figure 8, and they were consistent with the field measured results of studies by Correa et al. (2018) and Steenbergen et al. (2008).…”

Section: Conventional Assessment Of Rail Jointsupporting

confidence: 85%

“…There were gaps in Cluster #1 of bolted joints, and apparent steps were formed under a long‐term wheel–rail impact force (Mandal & Kumar, 2015). The 1‐m CR‐value waveforms of the M‐type joint (Cluster #2) with a distinguishing feature was a dip in the central region, which would result in lower wheel–rail contact forces in a wider range of train speeds (Correa et al., 2018), while the 1‐m CR‐value waveform of the W‐type joint (Clusters #3–#6), whose fundamental characteristic was the presence of a protrusion, was consistent with a single or composite concave cosine wave based on field investigations of traditional railway lines or researchers’ experiences.…”

Section: Conventional Assessment Of Rail Jointmentioning

confidence: 99%

“…However, Correa et al. (2018) investigated the influence of running speed and the profile and position of the RWJ along the track on the wheel–rail contact forces, and they observed that the maximum force in the wheel–rail contact when the vehicle moves over a weld is not always proportional to the running speed. The research results of Zhang et al.…”

Section: Introductionmentioning

confidence: 99%

“…The RWJ profile is the result of the high frequency, periodic, and random interaction of the vehicle–track system under the excitation of joint short irregularity and the influencing factors such as the welding process, axle load, wheel–rail profile, vehicle speed, track geometry, and support stiffness, which also results in the diversity of the RWJ profile (Correa et al., 2014, 2018; T. Gao et al., 2021; Guo et al., 2021). Manually classifying and distinguishing the various unknown RWJ profiles is difficult.…”

Section: Introductionmentioning

confidence: 99%

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Profile evaluation of rail joint in a 3‐m wavelength based on unsupervised learning

Cong

Xue

Chen

et al. 2022

Computer aided Civil Eng

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Previously, electronic straightedges with a length of 1 m were widely used to measure the longitudinal profiles of rail joints. However, owing to the lack of an efficient measurement device, rail joints with 3-m wavelengths are seldom studied. In this study, a rail measurement trolley based on the chord-reference method was developed with a measurement wavelength of up to 3 m. A field measurement was performed on a 53-km metro line, and the waveforms of 4340 rail joints were obtained. First, to visualize the distribution of the dataset and to find out the common features, t-distributed stochastic neighbor embedding dimensionality reduction was applied to the rail joint dataset, and each rail joint waveform was mapped to a point in a two-dimensional space. Second, K-means was applied to the rail joint dataset, and six categories of rail joints were obtained.The results indicated that there are two types of rail joints: M-type and W-type, accounting for 18.41% and 76.08% of the total number of joints, respectively, and the remainder are bolted rail joints. Third, to better evaluate rail joint status, the concept of rail joint triangle (RJT) is proposed, and five shape-based features of a rail joint in 3-m wavelength are defined. Finally, using RJT distribution analysis, we observed that the shape-based features provide more essential information about a rail joint, such as symmetry, asymmetry, M-type, or Wtype, compared with conventional indexes such as the quality index. Notably, compared with the waveform of a rail joint at 1 m, a 3-m waveform provides significantly more essential information, which can be meaningful for future research on the dynamic impact of rail joints, as well as profile grinding around

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Section: Conventional Assessment Of Rail Jointsupporting

confidence: 85%

Section: Conventional Assessment Of Rail Jointmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Profile evaluation of rail joint in a 3‐m wavelength based on unsupervised learning

Cong

Xue

Chen

et al. 2022

Computer aided Civil Eng

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“…) j j j y p x y p a  (7) The virtual interpenetration method [20] is widely used in non-Hertzian contact calculation of vehicle dynamics in recent years. This paper combines the idea and adopts Palmgren's empirical formula [19] to preset the initial value of elastic compression δ.…”

Section: The Interaction Of Grinding Wheel/railmentioning

confidence: 99%

Research on the coupling force between the grinding wheel and rail in grinding train system

Liu

Cui

et al. 2023

Preprint

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During the grinding train operation process, the grinding force between the grinding wheel and the rail is critical in ensuring the grinding quality and efficiency. The coupling vibration among the frame, the grinding wheels and the wheelsets will seriously affect the stability of the grinding force. In this paper, the coupled mechanical model of the grinding wheel/rail is established based on the contact mechanics theory, which is embedded as a submodel into the dynamic model of the multi-rigid buggy. The interaction among the frame, the grinding wheels, and the wheelsets are analyzed by setting the convex irregularity on the rail. The grinding effect is evaluated in combination with the subway’s long wave corrugation grinding conditions. The results show that when the grinding buggy passes the convex irregularity, the vibration excited by the wheelset system has a significant impact on the dynamic behavior of the grinding wheels. The vibration of the grinding wheel is mainly transmitted between the grinding wheel and the frame, less affecting the wheelset. For the long wave corrugation of the subway, the grinding effect of the grinding wheel has a certain correlation with the phase angle of the wheelset through the corrugation. The research results provide an important reference for the setting of the grinding pattern.

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Field test and numerical analysis of Insulated rail joints in heavy-haul railway

Xiao

Liu

Yan

et al. 2021

Construction and Building Materials

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On the non-proportionality between wheel/rail contact forces and speed during wheelset passage over specific welds

Cited by 8 publications

References 30 publications

Profile evaluation of rail joint in a 3‐m wavelength based on unsupervised learning

Profile evaluation of rail joint in a 3‐m wavelength based on unsupervised learning

Research on the coupling force between the grinding wheel and rail in grinding train system

Field test and numerical analysis of Insulated rail joints in heavy-haul railway

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