Pub Date : 2024-09-14DOI: 10.1177/09544097241282728
Filip Jeniš, Tomáš Michálek, Michal Kubík, Zbyněk Strecker, Jiří Šlapák, Ivan Mazůrek
Many publications have shown that semi-actively controlled dampers could significantly improve the behaviour of a road or rail vehicle. In the case of a railway vehicle, these dampers promise to solve the contradiction between the damping requirements of different running modes (fast running on a straight track vs negotiating a tight curve). It is known that semi-active control of a bogie yaw damper can improve the vehicle behaviour when running fast on a straight track, but it is not known whether such semi-active control worsens the vehicle behaviour when negotiating a tight curve. This paper investigates the application of magnetorheological bogie yaw dampers in the locomotive bogie to reduce guiding forces and wear in wheel-rail contact when the vehicle negotiates the S-curve. The paper describes the magnetorheological damper, its mathematical model and the strategies for its semi-active control, followed by the results of simulations on a complex multi-body locomotive model and on-track testing on a real vehicle. The simulations and on-track tests have shown that the use of semi-active control of the yaw dampers reduces the guiding force by about 10%. The reduction in these forces will lead to a reduction in wear in the wheel-rail contact.
许多出版物表明，半主动控制阻尼器可以显著改善公路或铁路车辆的性能。就铁路车辆而言，这些阻尼器有望解决不同运行模式对阻尼要求之间的矛盾（在平直轨道上快速行驶与在狭窄弯道上转弯）。众所周知，转向架偏航阻尼器的半主动控制可以改善车辆在直线轨道上快速行驶时的性能，但这种半主动控制是否会恶化车辆在急转弯时的性能却不得而知。本文研究了在机车转向架中应用磁流变转向架偏航阻尼器，以减少车辆通过 S 形弯道时的导向力和轮轨接触磨损。论文介绍了磁流变阻尼器、其数学模型和半主动控制策略，随后介绍了复杂多体机车模型模拟和实车轨道测试的结果。模拟和轨道测试表明，使用半主动控制偏航阻尼器可将导向力降低约 10%。这些力的减少将导致轮轨接触磨损的减少。
{"title":"The influence of semi-actively controlled magnetorheological bogie yaw dampers on the guiding behaviour of a railway vehicle in an S-curve: Simulation and on-track test","authors":"Filip Jeniš, Tomáš Michálek, Michal Kubík, Zbyněk Strecker, Jiří Šlapák, Ivan Mazůrek","doi":"10.1177/09544097241282728","DOIUrl":"https://doi.org/10.1177/09544097241282728","url":null,"abstract":"Many publications have shown that semi-actively controlled dampers could significantly improve the behaviour of a road or rail vehicle. In the case of a railway vehicle, these dampers promise to solve the contradiction between the damping requirements of different running modes (fast running on a straight track vs negotiating a tight curve). It is known that semi-active control of a bogie yaw damper can improve the vehicle behaviour when running fast on a straight track, but it is not known whether such semi-active control worsens the vehicle behaviour when negotiating a tight curve. This paper investigates the application of magnetorheological bogie yaw dampers in the locomotive bogie to reduce guiding forces and wear in wheel-rail contact when the vehicle negotiates the S-curve. The paper describes the magnetorheological damper, its mathematical model and the strategies for its semi-active control, followed by the results of simulations on a complex multi-body locomotive model and on-track testing on a real vehicle. The simulations and on-track tests have shown that the use of semi-active control of the yaw dampers reduces the guiding force by about 10%. The reduction in these forces will lead to a reduction in wear in the wheel-rail contact.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"2 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142256290","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-07DOI: 10.1177/09544097241278011
Manuel Dafert, Johannes Pistrol, Fritz Kopf, Dietmar Adam
Ballast compaction with the Dynamic Track Stabilizer (DTS) is known to improve the lateral track resistance by increasing the stiffness of the ballast. This paper presents two approaches for estimating the strain dependent ballast shear modulus G based on measurements during dynamic track stabilization. One approach uses the Hardin equation with its enhancement for coarse-grained soils to estimate the small strain shear modulus for a given grain size distribution curve. Since different shear strains are induced on an observed sleeper (with fixed location) by a bypassing DTS, the measurement of ballast shear strains with accelerometers on the top and the bottom edge of the ballast layer yield shear modulus degradation curves G/Gmax. It is shown for data from a regular maintenance operation, that these shear modulus degradation curves are in accordance with previous research. For the second approach, a SDOF model for the track-ballast interaction under harmonic loading (caused by the dynamic track stabilizer) is developed. Influence lines are used to estimate the mass, the mass moment of inertia and the geometry of an equivalent machine foundation (with spring and dashpot coefficients according to the Hall analog). An optimization algorithm is used to fit the model response to the measured data from field tests with the DTS. The resulting shear moduli show plausible values for loose and compacted ballast conditions, which proves the potential of the presented method as a basis for a future system for Intelligent Compaction (IC) with the DTS.
{"title":"Ballast stiffness estimation based on measurements during dynamic track stabilization","authors":"Manuel Dafert, Johannes Pistrol, Fritz Kopf, Dietmar Adam","doi":"10.1177/09544097241278011","DOIUrl":"https://doi.org/10.1177/09544097241278011","url":null,"abstract":"Ballast compaction with the Dynamic Track Stabilizer (DTS) is known to improve the lateral track resistance by increasing the stiffness of the ballast. This paper presents two approaches for estimating the strain dependent ballast shear modulus G based on measurements during dynamic track stabilization. One approach uses the Hardin equation with its enhancement for coarse-grained soils to estimate the small strain shear modulus for a given grain size distribution curve. Since different shear strains are induced on an observed sleeper (with fixed location) by a bypassing DTS, the measurement of ballast shear strains with accelerometers on the top and the bottom edge of the ballast layer yield shear modulus degradation curves G/G<jats:sub>max</jats:sub>. It is shown for data from a regular maintenance operation, that these shear modulus degradation curves are in accordance with previous research. For the second approach, a SDOF model for the track-ballast interaction under harmonic loading (caused by the dynamic track stabilizer) is developed. Influence lines are used to estimate the mass, the mass moment of inertia and the geometry of an equivalent machine foundation (with spring and dashpot coefficients according to the Hall analog). An optimization algorithm is used to fit the model response to the measured data from field tests with the DTS. The resulting shear moduli show plausible values for loose and compacted ballast conditions, which proves the potential of the presented method as a basis for a future system for Intelligent Compaction (IC) with the DTS.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"4 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207381","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-07DOI: 10.1177/09544097241281767
Kailin Cao, Shougang Huang, Jinjie Chen, Yang Li, Haiyan Li
The CRTS II ballastless track is sensitive to temperature due to its longitudinal continuity. The application of reflective insulation coating can efficiently lower the temperature of the track slab, thereby decelerating track deterioration. Given the considerable length of high-speed railway lines, the application of reflective insulation coatings leads to numerous transitions between coated and uncoated sections. This study investigates the influence of reflective insulation coatings on the structural damage of coated-uncoated transition zones in railways. To this end, a CRTS II slab track model involving the bilinear cohesive zone model and the concrete plastic damage model is established. The model examines the combined impact of high temperature and train loading, aiming to investigate the damage patterns within the coated-uncoated transition zone of the track. The results indicate: (1) During high temperature loading, the center of the track slab layer is predisposed to warping compared to the sides. (2) If the cohesion parameter falls below 0.04 MPa, augmenting the cohesion model parameter effectively alleviates track slab arching. (3) In instances where the track slab lacks complete coverage of reflective insulation coatings, train loading may shift the location of the maximum vertical displacement and interface failure mode.
CRTS II 无砟轨道由于其纵向连续性，对温度非常敏感。使用反射隔热涂料可以有效降低轨道板的温度，从而减缓轨道老化。由于高速铁路线的长度相当大，反射隔热涂层的应用会导致涂覆区段和未涂覆区段之间的大量过渡。本研究探讨了反光绝缘涂层对铁路涂层与非涂层过渡区结构损坏的影响。为此，建立了一个 CRTS II 板式轨道模型，其中包括双线性内聚区模型和混凝土塑性破坏模型。该模型研究了高温和列车载荷的综合影响，旨在探讨轨道涂层-非涂层过渡区内的损坏模式。结果表明：(1) 在高温荷载作用下，轨道板层中央比两侧容易发生翘曲。(2) 如果内聚力参数低于 0.04 兆帕，增加内聚力模型参数可有效缓解轨道板拱起。(3) 在轨道板没有完全覆盖反射隔热涂层的情况下，列车荷载可能会改变最大垂直位移的位置和界面失效模式。
{"title":"Study on damage of CRTS II slab tracks in coated-uncoated transition zones subjected to temperature and train loads","authors":"Kailin Cao, Shougang Huang, Jinjie Chen, Yang Li, Haiyan Li","doi":"10.1177/09544097241281767","DOIUrl":"https://doi.org/10.1177/09544097241281767","url":null,"abstract":"The CRTS II ballastless track is sensitive to temperature due to its longitudinal continuity. The application of reflective insulation coating can efficiently lower the temperature of the track slab, thereby decelerating track deterioration. Given the considerable length of high-speed railway lines, the application of reflective insulation coatings leads to numerous transitions between coated and uncoated sections. This study investigates the influence of reflective insulation coatings on the structural damage of coated-uncoated transition zones in railways. To this end, a CRTS II slab track model involving the bilinear cohesive zone model and the concrete plastic damage model is established. The model examines the combined impact of high temperature and train loading, aiming to investigate the damage patterns within the coated-uncoated transition zone of the track. The results indicate: (1) During high temperature loading, the center of the track slab layer is predisposed to warping compared to the sides. (2) If the cohesion parameter falls below 0.04 MPa, augmenting the cohesion model parameter effectively alleviates track slab arching. (3) In instances where the track slab lacks complete coverage of reflective insulation coatings, train loading may shift the location of the maximum vertical displacement and interface failure mode.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"57 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207383","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-07DOI: 10.1177/09544097241281759
Xiaokun Su, Xicheng Feng, Ping Wang, Jingmang Xu, Le Liu, Chenyang Hu, Yao Qian
Turnout switch rail fracture detection is currently a serious issue in the field of railway transportation. Guided wave detection, a non-destructive testing method, is a good way of studying this issue and looking for a suitable solution. For this paper, a guided wave mode and an excitation position were selected based on the phase velocity dispersion curve and the wave structure. After this, a model was devised for the turnout switch area using the finite element (FE) method. This model considered the straight switch rail, curved stock rail, bolt hole, spacer block, and sub-rail foundation, and verifies the validity of the simulation model through the experiment. The propagation characteristics of guided waves in the switch rail were then simulated in different fracturing states by means of a 30-kHz excitation applied vertically to the rail base. The results showed that a single mode of the guided wave could be generated by this excitation method, showing that it could be used as an effective means for fracture detection. The growth rate of the root-mean-square (RMS) value of the time-domain acceleration signal could then be analysed to identify the state of fracture in the straight switch rail. This discrimination method is suitable for finding fractures parallel to the rail cross-section with a width of 5 mm or more at the bottom of the straight switch rail.
{"title":"Research on ultrasonic guided wave-based high-speed turnout switch rail base flaw detection","authors":"Xiaokun Su, Xicheng Feng, Ping Wang, Jingmang Xu, Le Liu, Chenyang Hu, Yao Qian","doi":"10.1177/09544097241281759","DOIUrl":"https://doi.org/10.1177/09544097241281759","url":null,"abstract":"Turnout switch rail fracture detection is currently a serious issue in the field of railway transportation. Guided wave detection, a non-destructive testing method, is a good way of studying this issue and looking for a suitable solution. For this paper, a guided wave mode and an excitation position were selected based on the phase velocity dispersion curve and the wave structure. After this, a model was devised for the turnout switch area using the finite element (FE) method. This model considered the straight switch rail, curved stock rail, bolt hole, spacer block, and sub-rail foundation, and verifies the validity of the simulation model through the experiment. The propagation characteristics of guided waves in the switch rail were then simulated in different fracturing states by means of a 30-kHz excitation applied vertically to the rail base. The results showed that a single mode of the guided wave could be generated by this excitation method, showing that it could be used as an effective means for fracture detection. The growth rate of the root-mean-square (RMS) value of the time-domain acceleration signal could then be analysed to identify the state of fracture in the straight switch rail. This discrimination method is suitable for finding fractures parallel to the rail cross-section with a width of 5 mm or more at the bottom of the straight switch rail.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"22 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207353","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-07DOI: 10.1177/09544097241278761
Yadong Song, Yuan Yao, Ming Lu, Xing Wang
The swing phenomenon of the tail vehicle will reduce the stability of the train operation, and even seriously deteriorate the ride comfort of passengers. In response to the relevant railway department, this paper reported the different dynamics performances in tail vehicle swaying when power-concentrated EMUs passed through a tunnel under push/pull operation. To analyze the characteristics and mechanism of the EMU tail swaying, field tests and numerical simulations were conducted. Firstly, through the on-track test, it was found that under push operation, the EMU tail continued to sway at a frequency of 1.3 Hz inside the tunnel, while under pull operation, only a swing of 1.7 Hz appeared at the tunnel entrance. Subsequently, through a simulation analysis, it was found that under push operation, the vortex-induced vibration of the tail carbody occurred inside the tunnel, leading to the sustained swing with a carbody hunting frequency of 1.3 Hz; under pull operation, due to the aerodynamic effect of the tunnel entrance, the secondary lateral stop had an abnormal elastic collision with the bogie frame, and the lateral impact on the bottom of the tail carbody caused a swing of 1.7 Hz, which was verified by the field test. Finally, for the motor vehicle of the EMU tail, two improvement measures of yaw damper optimization were proposed to alleviate the EMU tail swaying inside the tunnel. Furthermore, the research results can provide a reference for the aerodynamic swing problem of other trains, which has certain engineering significance.
{"title":"Mechanism and improvement for tail vehicle swaying of power-centralized EMUs","authors":"Yadong Song, Yuan Yao, Ming Lu, Xing Wang","doi":"10.1177/09544097241278761","DOIUrl":"https://doi.org/10.1177/09544097241278761","url":null,"abstract":"The swing phenomenon of the tail vehicle will reduce the stability of the train operation, and even seriously deteriorate the ride comfort of passengers. In response to the relevant railway department, this paper reported the different dynamics performances in tail vehicle swaying when power-concentrated EMUs passed through a tunnel under push/pull operation. To analyze the characteristics and mechanism of the EMU tail swaying, field tests and numerical simulations were conducted. Firstly, through the on-track test, it was found that under push operation, the EMU tail continued to sway at a frequency of 1.3 Hz inside the tunnel, while under pull operation, only a swing of 1.7 Hz appeared at the tunnel entrance. Subsequently, through a simulation analysis, it was found that under push operation, the vortex-induced vibration of the tail carbody occurred inside the tunnel, leading to the sustained swing with a carbody hunting frequency of 1.3 Hz; under pull operation, due to the aerodynamic effect of the tunnel entrance, the secondary lateral stop had an abnormal elastic collision with the bogie frame, and the lateral impact on the bottom of the tail carbody caused a swing of 1.7 Hz, which was verified by the field test. Finally, for the motor vehicle of the EMU tail, two improvement measures of yaw damper optimization were proposed to alleviate the EMU tail swaying inside the tunnel. Furthermore, the research results can provide a reference for the aerodynamic swing problem of other trains, which has certain engineering significance.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"242 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207351","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-07DOI: 10.1177/09544097241280098
Dan Agustin, Qing Wu, Shengyang Zhu, Maksym Spiryagin, Colin Cole
This paper presents the development of a dynamics model for long track sections. It is based on an established short track model that utilises the Finite Element Method to describe rails and block models to describe sleepers, ballast and subballast. By implementing a parallel computing method, this innovation enables the construction of a true long track model: by segmenting the long track into shorter segments that are easier to compute. The model facilitates simulations to be run in parallel, thereby permitting simultaneous calculations of various numerical track variables. The model employs a Message Passing Interface framework to seamlessly link the track segments, handling the flow of data among the computing cores designated to each subdivided section. This strategic framework allows the long track model with the capability to simulate tracks of virtually any length, with the only constraints being the available computational resources and time. The claimed contribution about modelling capability is verified using two case studies on a 6km-long track involving different practical and conceptual train operational scenarios: emergency braking and constant braking force with constant train speed. These case studies show the flexibility and scalability of the method and its capability to handle complex track dynamic systems.
{"title":"Long railway track modelling – A parallel computing approach","authors":"Dan Agustin, Qing Wu, Shengyang Zhu, Maksym Spiryagin, Colin Cole","doi":"10.1177/09544097241280098","DOIUrl":"https://doi.org/10.1177/09544097241280098","url":null,"abstract":"This paper presents the development of a dynamics model for long track sections. It is based on an established short track model that utilises the Finite Element Method to describe rails and block models to describe sleepers, ballast and subballast. By implementing a parallel computing method, this innovation enables the construction of a true long track model: by segmenting the long track into shorter segments that are easier to compute. The model facilitates simulations to be run in parallel, thereby permitting simultaneous calculations of various numerical track variables. The model employs a Message Passing Interface framework to seamlessly link the track segments, handling the flow of data among the computing cores designated to each subdivided section. This strategic framework allows the long track model with the capability to simulate tracks of virtually any length, with the only constraints being the available computational resources and time. The claimed contribution about modelling capability is verified using two case studies on a 6km-long track involving different practical and conceptual train operational scenarios: emergency braking and constant braking force with constant train speed. These case studies show the flexibility and scalability of the method and its capability to handle complex track dynamic systems.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"19 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207352","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-04DOI: 10.1177/09544097241280848
Di Kang, Junyan Dai, Xiang Liu, Zheyong Bian, Asim Zaman, Xin Wang
Broken rail prevention is critical for ensuring track infrastructure safety. With the increasing availability of rail data, the opportunity for data-driven analyses emerges as a promising avenue for enhancing railroad safety. While previous research has predominantly concentrated on predicting broken rails within the context of freight railroads, the attention afforded to commuter railroads has been limited. To address this research gap, this paper presents an analytical modeling framework based on machine learning (ML) algorithms (including LightGBM, XGBoost, Random Forests, and Logistic Regression) to investigate the occurrence of broken rails on commuter rail segments. It leverages various features such as gradient, curvature, annual traffic, operational speed, and the history of prior rail defects. We use oversampling techniques, including ADASYN, random oversampling, and SMOTE, to address the issue of imbalanced data. This challenge arises due to the majority of commuter rail segments not experiencing any broken rails during the study period, resulting in a small sample size of broken rail instances. The findings indicate that, for the dataset employed in this study, LightGBM, in conjunction with random oversampling, exhibits superior performance. Based on the feature importance results, the critical factors influencing the prediction of broken rail occurrences on this commuter railroad are gradient, operational speed, and prior rail defects.
{"title":"Estimating the occurrence of broken rails in commuter railroads with machine learning algorithms","authors":"Di Kang, Junyan Dai, Xiang Liu, Zheyong Bian, Asim Zaman, Xin Wang","doi":"10.1177/09544097241280848","DOIUrl":"https://doi.org/10.1177/09544097241280848","url":null,"abstract":"Broken rail prevention is critical for ensuring track infrastructure safety. With the increasing availability of rail data, the opportunity for data-driven analyses emerges as a promising avenue for enhancing railroad safety. While previous research has predominantly concentrated on predicting broken rails within the context of freight railroads, the attention afforded to commuter railroads has been limited. To address this research gap, this paper presents an analytical modeling framework based on machine learning (ML) algorithms (including LightGBM, XGBoost, Random Forests, and Logistic Regression) to investigate the occurrence of broken rails on commuter rail segments. It leverages various features such as gradient, curvature, annual traffic, operational speed, and the history of prior rail defects. We use oversampling techniques, including ADASYN, random oversampling, and SMOTE, to address the issue of imbalanced data. This challenge arises due to the majority of commuter rail segments not experiencing any broken rails during the study period, resulting in a small sample size of broken rail instances. The findings indicate that, for the dataset employed in this study, LightGBM, in conjunction with random oversampling, exhibits superior performance. Based on the feature importance results, the critical factors influencing the prediction of broken rail occurrences on this commuter railroad are gradient, operational speed, and prior rail defects.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"31 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207382","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-03DOI: 10.1177/09544097241280094
Linping Sun, Zhongliang Yang, Bo Wang, Weihua Ma, Shihui Luo
The wheel wear of heavy-duty locomotives is more complicated than that of other vehicles when it affects tractive force and adhesion control. The purpose of this article is to calculate wheel wear on a curved track using a co-simulation dynamic model of a heavy-duty locomotive with adhesion control. Additionally, the effect of creep threshold, decline slope, curve radius, and passing speed on wheel wear is further investigated. The findings demonstrate that wheel wear can be successfully decreased by adjusting the creep threshold and decline slope of adhesion control parameters. The wheel-rail stick-slip vibration behavior on the curve track can be eliminated by increasing the curve’s radius and passing speed, but the vertical wear at the left wheel’s flange will rise sharply with the increase of passing speed on right hand curve.
{"title":"A numerical study on locomotive wheel wear on curved track subjected to adhesion control","authors":"Linping Sun, Zhongliang Yang, Bo Wang, Weihua Ma, Shihui Luo","doi":"10.1177/09544097241280094","DOIUrl":"https://doi.org/10.1177/09544097241280094","url":null,"abstract":"The wheel wear of heavy-duty locomotives is more complicated than that of other vehicles when it affects tractive force and adhesion control. The purpose of this article is to calculate wheel wear on a curved track using a co-simulation dynamic model of a heavy-duty locomotive with adhesion control. Additionally, the effect of creep threshold, decline slope, curve radius, and passing speed on wheel wear is further investigated. The findings demonstrate that wheel wear can be successfully decreased by adjusting the creep threshold and decline slope of adhesion control parameters. The wheel-rail stick-slip vibration behavior on the curve track can be eliminated by increasing the curve’s radius and passing speed, but the vertical wear at the left wheel’s flange will rise sharply with the increase of passing speed on right hand curve.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"6 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207384","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Railway transportation is widely known for its high safety level. Nevertheless, derailments still occur, typically causing large service disruptions and economic losses. For these reasons, identifying derailments is of paramount importance for improving the railway transportation safety. This paper presents the design and testing of a derailment detection system for freight trains. A derailment detection algorithm able to process and analyze data in real-time has been designed leveraging the knowledge gained from full-scale derailment tests on freight wagons. Moreover, a LoRa-based wireless communication system has been implemented to relay freight wagon derailment warnings to the locomotive. The effectiveness of the proposed derailment detection algorithm is proved through its deployment to a freight wagon used for common operations. In that, it demonstrated increased robustness against derailment false triggering compared to traditional mechanic-pneumatic detectors. Furthermore, the proposed wagon-locomotive wireless communication system is proven effective in transmitting information across various convoy compositions and freight wagon loading conditions during operational testing on the railway line.
{"title":"Data-driven design of a derailment detection system for freight wagons","authors":"Michele Asperti, Federico Zanelli, Edoardo Sabbioni","doi":"10.1177/09544097241276585","DOIUrl":"https://doi.org/10.1177/09544097241276585","url":null,"abstract":"Railway transportation is widely known for its high safety level. Nevertheless, derailments still occur, typically causing large service disruptions and economic losses. For these reasons, identifying derailments is of paramount importance for improving the railway transportation safety. This paper presents the design and testing of a derailment detection system for freight trains. A derailment detection algorithm able to process and analyze data in real-time has been designed leveraging the knowledge gained from full-scale derailment tests on freight wagons. Moreover, a LoRa-based wireless communication system has been implemented to relay freight wagon derailment warnings to the locomotive. The effectiveness of the proposed derailment detection algorithm is proved through its deployment to a freight wagon used for common operations. In that, it demonstrated increased robustness against derailment false triggering compared to traditional mechanic-pneumatic detectors. Furthermore, the proposed wagon-locomotive wireless communication system is proven effective in transmitting information across various convoy compositions and freight wagon loading conditions during operational testing on the railway line.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"242 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142207385","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-09-03DOI: 10.1177/09544097241279488
Juyeop Park, Donghoon Kang, Bonyong Koo, Min-Ki Cho, Hak-Sung Kim
Railways, as one of the representative mass transit systems, are vulnerable to highly contagious respiratory diseases due to their operation in densely populated environments. Notably, the current convective heating system creates an environment susceptible to virus transmission within railway vehicles. To improve this situation, there have been attempts to introduce radiant heating systems to reduce the risk of virus transmission and create a comfortable indoor environment. Previous studies focused on developing radiant heating composite material for railway vehicles by incorporating a carbon fiber heating element within a glass fiber composite to enable heat generation through joule heating. However, this development was limited to the specimen level. In contrast, this study aims to demonstrate their applicability and performance for actual railway vehicle parts at the component level. Specifically, resin flow and manufacturability were analyzed to assess applicability to railway vehicles. Additionally, heating performance and heat flow characteristics were evaluated to determine heating effects. Based on these results, it is anticipated that the application of multifunctional composite materials in the railway industry will improve the vulnerability to winter viruses and indoor environments and expand the utilization of multifunctional composite materials in various fields.
{"title":"Real-scale experiments of resistive heating laminate composite panels for radiant heating in railway vehicles","authors":"Juyeop Park, Donghoon Kang, Bonyong Koo, Min-Ki Cho, Hak-Sung Kim","doi":"10.1177/09544097241279488","DOIUrl":"https://doi.org/10.1177/09544097241279488","url":null,"abstract":"Railways, as one of the representative mass transit systems, are vulnerable to highly contagious respiratory diseases due to their operation in densely populated environments. Notably, the current convective heating system creates an environment susceptible to virus transmission within railway vehicles. To improve this situation, there have been attempts to introduce radiant heating systems to reduce the risk of virus transmission and create a comfortable indoor environment. Previous studies focused on developing radiant heating composite material for railway vehicles by incorporating a carbon fiber heating element within a glass fiber composite to enable heat generation through joule heating. However, this development was limited to the specimen level. In contrast, this study aims to demonstrate their applicability and performance for actual railway vehicle parts at the component level. Specifically, resin flow and manufacturability were analyzed to assess applicability to railway vehicles. Additionally, heating performance and heat flow characteristics were evaluated to determine heating effects. Based on these results, it is anticipated that the application of multifunctional composite materials in the railway industry will improve the vulnerability to winter viruses and indoor environments and expand the utilization of multifunctional composite materials in various fields.","PeriodicalId":54567,"journal":{"name":"Proceedings of the Institution of Mechanical Engineers Part F-Journal of Rail and Rapid Transit","volume":"61 1","pages":""},"PeriodicalIF":2.0,"publicationDate":"2024-09-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142226561","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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