Revisiting the reasons for contact fatigue defects in rails

Darenskiy, Alexander; Potapov, D. O.; Tuley, Yuseph; Bugaets, Natalia; Malishevskaya, A. S.

doi:10.1051/matecconf/201711603001

Cited by 5 publications

(2 citation statements)

References 7 publications

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“…Table 2 summarizes the average allowable values for the chemical composition of a defective rail under code x 10.1 [10]. Further, using the chemical analyzer "PMI -Master PRO", the complete chemical composition of R350HT rail steel [11] was determined. The results of the chemical composition are given in Table 2.…”

Section: Determination Of Mass Fractions Of the Chemical Composition ...mentioning

confidence: 99%

Analysis and investigation on defects - delamination and spalling of metal on rolling surface of rail head under code X 10.1

Ivanovs

Gavrilovs

2023

22nd International Scientific Conference Engineering for Rural Development Proceedings

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One of the main defects in rail steel is a defect on the rolling surface of the rail head. A sign of the defect appearance is delamination and spalling of the metal on the rolling surface. The development of this type of defect to a length of more than 25 mm and a depth of more than 4 mm requires a decrease of the train speed up to 70 km·h-1, and with a depth of more than 8 mm - to 25 km·h-1. Reducing the speed significantly affects the quality of service and railway performance. As a result, there is a disruption in the accuracy of train traffic, which subsequently leads to material costs for restoring the movement of trains at set speeds. The primary task of the study presented in this article is the collection and analysis of statistical information on the Latvian Railway defective rails in the period from 2011 to 2021. A secondary task is to investigate the causes of the appearance of rail defects under code X 10.1. The research process included: detection of these defects on the Latvian Railway using a modern ultrasonic flaw detector of the “RDM-24” type, determination of the metal hardness (EN 13674-1:2011 standard 350-390 HB) in the rail head and on the rolling surface using a certified modern device “Tinius O Olsen” Firmware Version 1.07, FH - 31 Series as well as the study of the chemical composition of the rail head using the optical emission analyzer PMI - Master PRO and determination of the microstructure of the metal in the rail head. At the final stage, to compare the results obtained in an independent certified laboratory, based on the results of the research to draw conclusions about the causes of this type of defect.

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Section: Determination Of Mass Fractions Of the Chemical Composition ...mentioning

confidence: 99%

Analysis and investigation on defects - delamination and spalling of metal on rolling surface of rail head under code X 10.1

Ivanovs

Gavrilovs

2023

22nd International Scientific Conference Engineering for Rural Development Proceedings

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“…Constant increasing train speed and traffic leads to the growing railway stresses. Modern typical rail flaws transform from manufacturing and welding defects to fatigue deformations and cracks [ 2 , 3 , 4 ]. Timely detection of fatigue damage and tracking its development kinetics provide trouble-free operation and reduce traffic accident rate.…”

Section: Introductionmentioning

confidence: 99%

Feasibility of Digital Image Correlation for Fatigue Cracks Detection under Dynamic Loading

Bardakov

Marchenkov

Poroykov

et al. 2021

Sensors

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We address non-contact detection of defects in the railway rails under their dynamic loading and propose to combine digital image correlation (DIC) and finite element modeling (FEM). We show that accurate model of defect-free rail operating at the same loading conditions as the inspected one provides a reliable reference for experimental data. In this study, we tested the rail samples with artificial and fatigue defects under cyclic loading, calculated displacement and stress distributions at different locations of the cracks via DIC and validated the obtained results by FEM. The proposed DIC-FEM approach demonstrates high sensitivity to fatigue cracks and can be effectively used for remote control of rails as well as for non-destructive testing of various other objects operating under dynamic loads.

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A longer service life of intermediate elastic fastenings KPP-5 due to application of pads PRP-3.2

et al. 2018

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Since 2003 Ukrainian railways have used KPP-5 intermediate elastic fastenings. These fastenings unlike their predecessors (for example, terminal-bolted fastenings (KB) widely used on railways), first of all, have fewer elements. The KPP-5 fastening does not include screw joints, which considerably increases the pressing force between rail and tie, and resistance to track displacement forces. This may lead to reduction of the total labour input for routine track maintenance due to cutback of track works needed for mounting terminal and insert bolts. The article deals with forecasting the operational life of PRP 3.2 (9mm depth) and PRP 3.2.1 pads (10mm depth). In engineering the operational life is a time interval (for the railway track – tonnage passed) during which the element fulfils its functions. One of the main reasons why the assembly unit KPP-5 fails is low pressing forces between rail and tie. It occurs due to many processes; among the basic ones is the changed characteristic of underrail pads. And the application of new types of pads – PRP 3.2 (9mm) and PRP 3.2.1. (10mm) may solve this problem.

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Revisiting the reasons for contact fatigue defects in rails

Cited by 5 publications

References 7 publications

Analysis and investigation on defects - delamination and spalling of metal on rolling surface of rail head under code X 10.1

Analysis and investigation on defects - delamination and spalling of metal on rolling surface of rail head under code X 10.1

Feasibility of Digital Image Correlation for Fatigue Cracks Detection under Dynamic Loading

A longer service life of intermediate elastic fastenings KPP-5 due to application of pads PRP-3.2

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