Prediction of dynamic train–track interaction and subsequent material deterioration in the presence of insulated rail joints

Kabo, Elena; Nielsen, Jens C. O.; Ekberg, Anders

doi:10.1080/00423110600885715

Cited by 55 publications

(40 citation statements)

References 6 publications

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“…The global wavelet spectrum is calculated in a discretized procedure, according to (3). The values of W 2 (s, τ ) estimates the power spectrum of a time series in an unbiased and consistent manner (23).…”

Section: Data Analysis Based On Waveletsmentioning

confidence: 99%

Monitoring bolt tightness of rail joints using axle box acceleration measurements

Oregui

Núñez

et al. 2016

Struct. Control Health Monit.

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Summary Rail joints are a weak component in railway tracks because of the large impact and wheel‐rail contact forces. Every train passage contributes to the deterioration of rail joints, causing visible (e.g., battered rails) and invisible (e.g., loose bolts) damages. The invisible damage cannot be detected by the commonly performed visual inspection, which is labor intensive, unreliable, intrusive, and unsafe. In this paper, a vehicle‐borne monitoring system is used to automatically detect and assess the tightness condition of bolts at rail joints. The monitoring method is developed based on field axle box acceleration (ABA) measurements using different bolt tightness conditions. The suitability of the method is assessed by bolt tightness prediction and verification of a set of rail joints in the tram network of Sheffield, UK. The results show that ABA system can be employed to monitor bolt tightness conditions at rail joints. With this information, better planning for selective preventive maintenance actions can be taken over rail joints. Copyright © 2016 John Wiley & Sons, Ltd.

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Section: Data Analysis Based On Waveletsmentioning

confidence: 99%

Monitoring bolt tightness of rail joints using axle box acceleration measurements

Oregui

Núñez

et al. 2016

Struct. Control Health Monit.

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“…If the wheel-rail contact forces are high enough to cause plastic deformation, a permanent wave pattern may develop at a dominant frequency of the wheel-rail interaction. Consequently, even higher wheel-rail contact forces would occur [9]. Under these conditions, the deterioration of the IRJ would accelerate and the service life would shorten.…”

Section: Obtaining Information About the Wheel-rail Contact Forces Frmentioning

confidence: 99%

“…2(a)). As a result, the frequency range is defined between 50 and 3000 Hz, which includes the frequencies of interest [8,9]. The low frequency limit is fixed at 50 Hz because the big hammer is not able to fully excite the ballast and subgrade which are the track components that dominate the dynamic behavior of the track at low frequency [26].…”

Section: Characterizing the Dynamics Of The Railway Track By Hammer Tmentioning

confidence: 99%

“…For instance, regarding the vehicle, higher speed and higher axle loads accelerate the degradation of IRJ [3]. With respect to the track, higher wheel-rail impact forces occur with increasing misalignment between the rail ends [4][5][6], stiffer railpads [7], increasing deflection between the two rails [8][9][10][11]43] and smaller Young's modulus of the end-post [12]. These studies have given an insight into the wheel-IRJ interaction.…”

Section: Introductionmentioning

confidence: 99%

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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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“…Some studies simplified the rail structure and replaced it with beam elements. E.Kabo studied the relationship between insulated rail joints and the high-frequency dynamic train/track interaction through the numerical simulations [1]. Xiao Guangwen investigated the effect of rail welding on the track dynamic behavior and a Timoshenko beam was used to model the rails which were discretely supported by sleepers [2].…”

Section: Introductionmentioning

confidence: 99%

A Transient Finite Element Model to Simulate the Physical Mechanisms of High-speed Wheel/rail Rolling Contact on a Rail Welding Joint

Yu¹,

Wang²,

Liu³

2018

Proceedings of Information Science and Cloud Computing — PoS(ISCC 2017)

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In order to study the influences of defective rail welding joints on wheel/rail interaction, a transient finite element model of a high-speed train passing over rail welding joints is presented on the basis of field measurements. Focusing on the physical mechanisms differences of wheel/rail rolling contact on welding joints with varying rail straightness at rolling speeds of up to 400 km/h, this model takes vehicle/track system dynamics and wheel/rail elastic-plastic deformations into account. The defective thermite welding joint with short wave irregularity easily leads to rail nucleus flaw with residual stress. When the running speed is over 250km/h,, the maximum value of wheel/rail vertical force at welding joint has a basic trend of a bilinear increase with the increase of running speed and the unevenness of the welding joint. There is a phase difference between the maximum contact force and the peak joint irregularity. When the high-speed railway operation management standard is 250~350km/h, the short wave irregularity at rail welding joint with over 0.3mm straightness should be grinded.

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Prediction of dynamic train–track interaction and subsequent material deterioration in the presence of insulated rail joints

Cited by 55 publications

References 6 publications

Monitoring bolt tightness of rail joints using axle box acceleration measurements

Monitoring bolt tightness of rail joints using axle box acceleration measurements

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

A Transient Finite Element Model to Simulate the Physical Mechanisms of High-speed Wheel/rail Rolling Contact on a Rail Welding Joint

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