Journal articles: 'High rail'

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SONE, SATORU. "High-Speed Rail Vehicles. Recent High-Speed Rail Vehicles." Journal of the Institute of Electrical Engineers of Japan 117, no. 5 (1997): 279–82. http://dx.doi.org/10.1541/ieejjournal.117.279.

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Wang, Pu, Shuguo Wang, and Daolin Si. "Numerical prediction of rail wear development in high-speed railway turnouts." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 10 (January 22, 2020): 1299–318. http://dx.doi.org/10.1177/0954409719896440.

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Wear of rails in turnouts is a common problem during the operation of high-speed railways. It can seriously affect the running safety of trains and the service lives of wheels and turnout rails. In this study, a numerical prediction model for rail wear development in high-speed railway turnouts was established. According to the material wear theory developed by Archard, the wear depth distribution in the wheel–rail contact patch was calculated based on a vehicle–turnout coupling dynamics simulation and wheel–rail rolling contact analysis. For the dynamics model, various components of the vehicle and complex nonlinear interactions between the components were simulated in detail to guarantee consistency with reality. The combination relationship of the switch and stock rails and the irregular and variable cross-sections of the rails in the switch panel of the turnout were considered. Spatial interpolation was used to achieve three-dimensional transitions between adjacent irregular cross-sections to model the compromised rails in the turnout. In addition, the stiffness and damping characteristics of the track in the turnout zone were taken into account. The rail wear rates for every characteristic section of the switch panel were calculated by the superposition model for rail profile wear. An adaptive-step algorithm was adopted in the iterative computations to update the rail profiles for every characteristic section position, which could reduce the cumulative errors and effectively improve the stability and reliability of the numerical model. Finally, case studies were conducted to investigate the wear developments of the switch and stock rails of high-speed turnouts using the developed model. In addition, the rail wear status of turnouts in the Shanghai–Nanjing high-speed railway was measured. The numerical prediction results are consistent with those of the actual situations in the field, verifying the rationality of the established model. This work shows the potential for guiding the maintenance and optimal design of turnouts and improving the understanding of the formation mechanism and influencing factors of rail wear in turnouts.

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Yuan, Jun, Zhen Yu Han, Yong Deng, and Da Wei Yang. "Austenite Grain Evolution Mechanism of High Carbon Rail Based on Thermal Technology." Key Engineering Materials 837 (April 2020): 74–80. http://dx.doi.org/10.4028/www.scientific.net/kem.837.74.

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In view of the special requirements of rails to ensure the safe and stable operation of Railways in China, the formation characteristics of austenite grains in high carbon rail are revealed through industrial exploration, the process of industrial rail heating and rolling is simulated, innovative experimental research methods such as different heating and heat treatment are carried out on the actual rails in the laboratory. Transfer characteristics of austenite grain size, microstructures and key properties of high carbon rail during the process are also revealed. The results show that the austenite grain size of industrial produced U75V rail is about 9.0 grade. When the holding temperature is increased from 800 C to 1300 C, the austenite grain size of high carbon rail steel decreases, the austenite grain are gradually coarsened, and the tensile strength increases slightly. The tensile strength is affected by the heating temperature. With the increase of heating temperature, the elongation and impact toughness of high carbon rail decrease. The heating temperature of high carbon rail combined with austenite grain size shows that the heating temperature has a great influence on austenite grain size, and has the most obvious influence on the toughness of high carbon rail.

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Sung, Deok-Yong, and Sung-Cheon Han. "Fatigue life evaluation of continuous welded rails on concrete slab track in Korea high-speed railway." Advances in Structural Engineering 21, no. 13 (March 15, 2018): 1990–2004. http://dx.doi.org/10.1177/1369433218762501.

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There is a rapidly increasing demand for continuous welded rails. Continuous welded rails provide a more suitable installation on concrete slab tracks and more rapid and smooth movement and reduce overall maintenance cost. During the relatively short period in which concrete slab tracks have been used in Korea, there has been no documented case of rail fracture caused by repeated loading. This makes the evaluation of rail fatigue life using field data more difficult. In this study, the rail bending stress developed during high-speed train operation is obtained through analysis of vehicle–track interaction, and the correlation is analyzed by performing multiple regression analysis on train speed and rail surface irregularities. Equations for predicting the rail bending stress with regard to train speed and rail surface irregularity were derived. The effects of vehicle speed, track support stiffness, and fracture probability on the fatigue life of continuous welded rails on a concrete slab track in Korea high-speed railway were analyzed.

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Mitchell, Aaron. "High-Speed Rail." Texas A&M Journal of Property Law 5, no. 3 (April 2019): 901–17. http://dx.doi.org/10.37419/jpl.v5.i3.9.

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With the Texas Central’s high-speed rail fast approaching in Texas, legislators have been presented with an opportunity to reform Texas’ eminent domain laws. The controversial urban-versus-rural project has brought eminent domain policy to the limelight. The Texas Legislature can capitalize on lessons learned from the State’s bout with the Trans-Pecos Pipeline by protecting condemnees and incentivizing good faith efforts by condemnors. This Article proposes five possible reforms for eminent domain law in Texas. First, the Texas Legislature should protect condemnees by aligning their appraisal disclosure requirements with condemnors, who have no duties to disclose appraisals. Second, legislative changes would allow attorney’s fees to be awarded to a condemnee when a condemnor’s offer is significantly lower than the actual value of the property. Third, legislative changes would inform condemnees of exactly which pieces of land that condemnors have the power to take when condemnors make their offer. Fourth, this Article proposes sensible protections for Texas homesteads. Last, this Article explores legislative and judicial blocks that can be used by opponents of the rail.

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Cao, Jason, and Pengyu Zhu. "High-speed rail." Transportation Letters 9, no. 4 (June 23, 2017): 185–86. http://dx.doi.org/10.1080/19427867.2017.1318472.

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Ryder, Andrew. "High speed rail." Journal of Transport Geography 22 (May 2012): 303–5. http://dx.doi.org/10.1016/j.jtrangeo.2012.03.004.

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Markov, A. A., and E. A. Maksimova. "PROBLEMS OF HIGH-SPEED RAIL FLAW DETECTION." Kontrol'. Diagnostika, no. 279 (September 2021): 16–25. http://dx.doi.org/10.14489/td.2021.09.pp.016-025.

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The main factors that reduce the quality of non-destructive testing of rails during high-speed scanning are considered. The most significant factors are the quality and volume of obtaining primary information about the condition of the monitored rails. It is shown that, at high-speed (up to 120 km/h) control, the compression of the defect location zone is clearly manifested and the length of the areas with acoustic contact violations increases. Analysis of real flaw diagrams of diagnostic complexes shows that with an increase in the scanning speed, the length of the location zone even from such large reflectors in the rails, such as bolt holes, significantly decreases. The average length of the instability zone of the bottom signal over the welded joints of the rails also increases significantly. The compression of the location zones of the reflectors can be compensated by expanding the aperture of the ultrasonic transducers. Improving the quality of the acoustic contact requires further improvement of the design of the search system and the systems for supplying the contacting liquid to the transducers, depending on the scanning speed. The Magnetic Flux Leakage(MFL) method can effectively detect defects in the rail head up to 20 mm deep at high speeds. Mathematical modeling of the magnetic flux in the controlled rails is performed. This allows us to start creating a new rail magnetization system with an increased interpole distance for high speeds. The introduction of modern methods for processing a significant flow of flaw detection information using neural networks requires the formation of a large sample base of training signals from real defects in different sections of rails. This is a complex task in its own right. For the first time, the issues of checking the operability of flaw detection devices in real control conditions are raised. Testing of ultrasonic equipment at high speeds is proposed to be carried out with the help of special electronic-acoustic simulators of defects. They are installed on different surfaces of the rails on which the diagnostic complexes pass. Operational quality control of ultrasonic rail inspection can be evaluated by statistical analysis of signal parameters from structural elements (bolt holes). The choice between the monitoring performance and the required reliability of detecting rail defects must be made based on the results of real passes of diagnostic complexes at operating scanning speeds.

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Huang, Hong-Yi, and Bo-Ruei Wang. "High-gain, high-bandwidth, rail-to-rail, constant-gmCMOS operational amplifier." International Journal of Electronics 100, no. 1 (January 2013): 2–20. http://dx.doi.org/10.1080/00207217.2011.629220.

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10

Obara, T., N. Kumagai, and T. Takiguchi. "Development of Hybrid Rail Brake." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 209, no. 2 (July 1995): 61–65. http://dx.doi.org/10.1243/pime_proc_1995_209_257_02.

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In Japan three types of rail brake were tested in the field. They were the eddy current rail brake, the electromagnetic rail brake, and the hybrid rail brake. The eddy current type, which does not come into contact with rails, needs high current and greatly increases the temperature in rails. The electromagnetic type which attracts rails and achieves braking by frictional force cannot generate a stable braking force. Therefore the authors developed a hybrid rail brake, which has advantages over the other two types. This type does not need as much current, and keeps rail temperature low.

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11

Wei, Kai, Rui Ying Chen, and Yu De Xu. "Rail Profile Wear on Curve and its Effect on Wheel-Rail Contact Geometry." Advanced Materials Research 779-780 (September 2013): 655–59. http://dx.doi.org/10.4028/www.scientific.net/amr.779-780.655.

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The paper has carried out continued tests on a curve of a heavy haul railway in China for its rail profiles. Based on the data, the paper has counted the development of the rail profile wear, and then analyses the influence of wheel-rail contact geometry on the rail profile wear. The results show that the wear of high rails develops around the rail corners, while the one of low rails around the rail top. The development of the rail wear speeds up after the transport mass passes 210MGT. The wheel-rail contact geometry deteriorates when the transport mass grows up to 60MGT and lower than 210MGT.

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Hu, Jiajie, Wen Zhong, and Qiyue Liu. "Study on the Performance of High-Speed Rail Damage of Four Different Materials." Advances in Materials Science and Engineering 2018 (December 2, 2018): 1–6. http://dx.doi.org/10.1155/2018/5016414.

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For four types of railway rails, corresponding rolling tests have been executed by using the JD-1 wheel/rail simulation device based on the Hertz simulation method, which can ensure the reciprocal contact condition between simulation rail and wheel under experimental conditions approximate to practical contact conditions. The results indicate that, for the rail material which has a higher hardness, the wear volume was less and the plastic deformation layer was thinner after the rolling test, but the crack propagation was more significant and the fatigue damage was severer, showing that its wear resistance was better. The analysis shows that the fatigue resistance of U71Mn rail was better, and considering fatigue is the main failure type for high-speed rail, so it is more suited to the high-speed railway.

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Cai, Xiaopei, Wanli Liu, Kaize Xie, Wenjun Zhu, Xiyuan Tan, and Yongjie Gao. "Layout Optimization of Rail Expansion Joint on Long-Span Cable-Stayed Bridge for High-Speed Railway." Advances in Civil Engineering 2020 (July 27, 2020): 1–15. http://dx.doi.org/10.1155/2020/8855140.

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Continuous welded rail (CWR) has been widely applied to the Chinese high-speed railways. It is interesting to reduce the effect of rail longitudinal force on the long-span cable-stayed bridges. Taking the pile-soil interaction into account, the finite element model of CWR on the long-span cable-stayed bridge is established based on the bridge-track interaction theory. The rail longitudinal force can be reduced and the track stability can be improved significantly by installing Rail Expansion Joint (REJ). The layout scheme of REJ plays a controlling role on designing CWR on bridges. Results show that the unidirectional REJ should be laid on both ends of the long-span cable-stayed bridge. Switch rails of REJ are set up on the main beam, stock rails are laid on the simply supported beams and crossing over beam joints, and several-meter long small resistance fasteners need to be laid on the sides of stock rails to reduce the fixed pier longitudinal force near the main beam. The range of REJ laid on cable-stayed bridge is mainly determined by temperature, rail breaking, and seismic condition; the bending and braking loads have little influence on it. Multiple field tests are carried out to prove the validity of the numerical model and the design methodology.

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Wang, Chen, Shihui Luo, Ziqiang Xu, Chang Gao, and Weihua Ma. "Research on Bogie Frame Lateral Instability of High-Speed Railway Vehicle." Shock and Vibration 2018 (May 29, 2018): 1–13. http://dx.doi.org/10.1155/2018/8469143.

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In order to find out the reason for the bogie frame instability alarm in the high-speed railway vehicle, the influence of wheel tread profile of the unstable vehicle was investigated. By means of wheel-rail contact analysis and dynamics simulation, the effect of tread wear on the bogie frame lateral stability was studied. The result indicates that the concave wear of tread is gradually aggravated with the increase of operation mileage; meanwhile the wheel-rail equivalent conicity also increases. For the rail which has not been grinded for a long time, the wear of gauge corner and wide-worn zone is relatively severe; the matching equivalent conicity is 0.31-0.4 between the worn rail and the concave-worn-tread wheel set. The equivalent conicity between the grinded rail and the concave-worn tread is below 0.25; the equivalent conicities are always below 0.1 between the reprofiled wheel set and various rails. The result of the line test indicates that the lateral acceleration of bogie frame corresponding to the worn wheel-rail can reach 8.5m/s2, and the acceleration after the grinding is reduced below 4.5m/s2. By dynamics simulation, it turns out that the unreasonable wheel-rail matching relationship is the major cause of the bogie frame lateral alarm. With the tread-concave wear being aggravated, the equivalent conicity of wheel-rail matching constantly increases, which leads to the bogie frame lateral instability and then the frame instability alarm.

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Xu, Jingmang, Ping Wang, Jian Wang, Boyang An, and Rong Chen. "Numerical analysis of the effect of track parameters on the wear of turnout rails in high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (December 22, 2016): 709–21. http://dx.doi.org/10.1177/0954409716685188.

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In this study, a numerical procedure is developed to predict the wear of turnout rails, and the effect of track parameters is investigated. The procedure includes simulation of the dynamic interaction between the train and the turnout, the rolling contact analysis, and the wear model. The dynamic interaction is simulated with the validated commercial software Simpack that uses a space-dependent model of a railway turnout. To reproduce the actual operating conditions of a railway turnout, stochastic variations in the input parameters are considered in the simulation of the dynamic interaction. The rolling contact is analyzed with the semi-Hertzian method and improved FASTSIM algorithm, which enable the contact model to deal with situations of multipoint contact and nonelliptic contact. Based on the Archard’s wear law, the wear model requires the calculation of normal/tangential stresses and a relative slide on the contact patches. The numerical procedure is performed for the selected sections of the vehicle, which runs through the railway turnout in the diverging route. By using the numerical procedure, the effect of track parameters (track gage, rail inclination, and friction coefficient) on the wear of turnout rails is analyzed. The results show that the wear of the front wheelset is more serious than the wear of the rear wheelset for a single vehicle. The degree of wear of switch rails is more severe than that of the stock rails and the difference is more obvious for the front wheelset of the switch rails. The wear of switch rails is mainly concentrated on the rail gage corner, while the wear of stock rails is mainly concentrated on the rail crown. For the analysed CN60-1100-1:18 turnout and the high-speed vehicle CRH2 in China, the rail wear rate could be slowed down by increasing the track gage and decreasing the rail inclination. Alternatively, the rail wear rate could be slowed by decreasing the friction coefficient; however, the variation of wear depth is quite small for friction coefficients that are larger than 0.3.

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Tian, Xiang, and Wen Hou. "The Achievement of the Algorithm of the High Precision Dynamic Rail-Weighbridge System." Applied Mechanics and Materials 226-228 (November 2012): 1932–37. http://dx.doi.org/10.4028/www.scientific.net/amm.226-228.1932.

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The dynamic rail-weighbridge is a sort of weighing machine,which is used to weigh the load of large moving vehicles.Compared with the static rail-weighbridge,it is more convenient to complete the weighing task,because the vehicles are always moving in the process and need not to stop for weighing.This article brings up a new set of dynamic rail-weighbridge system,which could conduct data-acquiring of the trains’ dynamic data first,then process the information and at last auquire the trains’weight,the speed and other functional parameters,when the trains passed through the the weighing platform.During the later processing of the data,the algorithm makes use of the mechanics and figures out the weight of the trains,considering the swing or vibration from different orientations of each carriage and the deformation of the steel rails when the rails passes.

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Wang, Pu, Shuguo Wang, and Liang Gao. "Numerical prediction of the development of rail wear on high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 9 (July 12, 2019): 927–44. http://dx.doi.org/10.1177/0954409719860715.

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In this paper, a numerical prediction model was established to investigate the development of rail wear on high-speed railways, and a corresponding program was written using Matlab. According to Archard’s material wear theory, the wear depth distribution in the wheel–rail contact patch and along the rail profile was calculated based on a simulation of vehicle–track dynamics and a wheel–rail rolling contact analysis. In the dynamics model, various structural components and the complex nonlinear interactions between components were precisely simulated to ensure consistency with reality. Simulations were then conducted for every possible load case, and dimensionless weight factors were introduced to model the diverse operating conditions of a high-speed railway. An adaptive step algorithm was adopted to iteratively update the rail profile and reduce cumulative deviation or errors, improving the stability and reliability of the numerical model. Finally, a case study was conducted to investigate the development of wear in different track sections on a high-speed railway using the developed model. The results indicated that in the circular curve and transition sections, the side wear of the outer rail was obvious, and the wear of the inner rail was relatively smaller and mostly distributed in the middle of the railhead. The wear of the outer rail was more severe in the circular curve section compared to that in the transition sections. The closer to the rail shoulder, the greater the difference between the wear in the circular curve section and that in the transition section. In the tangent section, the wear of both rails was similarly distributed in the middle of the railhead and far less severe than in either the circular curve or transition sections. The agreement between the calculated results and field observations verified the rationality of the established rail wear model, which shows promise for improving the maintenance planning of high-speed railways and furthering the understanding of the rail wear processes.

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Guo, Yanbin, Lulu Huang, Yingbin Liu, Jun Liu, and Guoping Wang. "Establishment of the Complete Closed Mesh Model of Rail-Surface Scratch Data for Online Repair." Sensors 20, no. 17 (August 21, 2020): 4736. http://dx.doi.org/10.3390/s20174736.

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Rail surface scratching occurs with increasing frequency, seriously threatening the safety of vehicles and humans. Online repair of rail-surface scratches on damaged rails with scratch depths >1 mm is of increased importance, because direct rail-replacement has the disadvantages of long operation time, high manpower and high material costs. Advanced online repair of rail-surface scratch using three-dimensional (3D) metal printing technology such as laser cladding has become an increasing trend, desperately demanding a solution for the fast and precise establishment of a complete closed mesh model of rail-surface scratch data. However, there have only been limited studies on the topic so far. In this paper, the complete closed mesh model is well established based on a novel triangulation algorithm relying on the topological features of the point-cloud model (PCM) of scratch-data, which is obtained by implementing a scratch-data-computation process following a rail-geometric-feature-fused algorithm of random sample consensus (RANSAC) performed on the full rail-surface PCM constructed by 3D laser vision. The proposed method is universal for all types of normal-speed rails in China. Experimental results show that the proposed method can accurately acquire the complete closed mesh models of scratch data of one meter of 50 Kg/m-rails within 1 min.

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Tran, Minh Thi, Kok Keng Ang, and Van Hai Luong. "Multiple-Railcar High-Speed Train Subject to Braking." International Journal of Structural Stability and Dynamics 17, no. 07 (September 2017): 1750071. http://dx.doi.org/10.1142/s0219455417500717.

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The dynamic response of a high-speed multiple-railcar train experiencing deceleration under braking condition over a straight track is investigated using the moving element method. Possible sliding of train wheels over the rails is accounted for. The train is assumed to comprise a locomotive as the leading railcar and several passenger railcars connected to each other through train couplers. Each railcar is modeled as a 15-DOF system of interconnected car body, two bogies and four wheels. The rail is modeled as an Euler–Bernoulli beam resting on a two-parameter elastic damped foundation. The train and rails are coupled through normal and tangential wheel–rail contact forces. The effects of various parameters, such as braking torque, coupler stiffness, coupler gap, wheel load, wheel–rail contact condition, initial train speed and partial failure in braking mechanism on the dynamic response of the train subject to braking are investigated. It is found that there is significant interaction between neighboring railcars when the braking torque is applied between the optimal and critical torques. The former is the torque that would result in the smallest braking distance with no occurrence of wheel sliding and the latter is the smallest torque to cause wheel sliding in all four wheels.

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Huang, Huimin, Bingqi Tian, Liping Geng, and Yusheng Ju. "Study on the pressure fluctuation characteristics of the high-pressure common rail system with a distributor." Journal of Physics: Conference Series 2378, no. 1 (December 1, 2022): 012028. http://dx.doi.org/10.1088/1742-6596/2378/1/012028.

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Abstract In allusion to the problem of common rail pressure fluctuation when the high-pressure common rail system (CRS) using double rails, a numerical simulation model of a V-type 8-cylinder engine CRS was established by using AMESim software, and the suppression of pressure fluctuation with and without distributor was studied. The optimum structure dimension of the distributor with length of 100 mm and inner diameter of 9 mm was obtained by uniform design method. Then the pressure surge characteristics of CRS was researched. The research results showed that the installation of the distributor cut down the amplitude of the pressure oscillation of the common rail by more than 62.28%. Therefore, the designed distributor can effectively suppress the rail pressure fluctuation and improve CRS stability.

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Cao, Shunxin, Ruijun Zhang, Shuohua Zhang, Shuai Qiao, Dongsheng Cong, and Mingxiao Dong. "Roller–rail parameters on the transverse vibration characteristics of super-high-speed elevators." Transactions of the Canadian Society for Mechanical Engineering 43, no. 4 (December 1, 2019): 535–43. http://dx.doi.org/10.1139/tcsme-2018-0083.

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Interaction and wear between wheel and rail become increasingly serious with the increase in elevator speed and load. Uneven roller surface, eccentricity of rollers, and the looseness of rail brackets result in serious vibration problems of high-speed and super-high-speed elevators. Therefore, the forced vibration differential equation representing elevator guide rails is established based on Bernoulli–Euler theory, and the vibration equation of the elevator guide shoes and the car is constructed using the Darren Bell principle. Then, the coupled vibration model of guide rail, guide shoes, and car can be obtained using the relationship of force and relative displacement among these components. The roller–rail parameters are introduced into the established coupled vibration model using the model equivalent method. Then, the influence of roller–rail parameters on the horizontal vibration of super-high-speed elevator cars is investigated. Roller eccentricity and the vibration acceleration of the car present a linear correlation, with the amplitude of the car vibration acceleration increasing with the eccentricity of the roller. A nonlinear relationship exists between the surface roughness of the roller and the vibration acceleration of the car. Increased continuous loosening of the guide rail results in severe vibration of the car at the loose position of the support.

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Jiang, Lizhong, Lan Zheng, Yulin Feng, Zhipeng Lai, and Wangbao Zhou. "Mapping the relationship between the structural deformation of a simply supported beam bridge and rail deformation in high-speed railways." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 10 (October 8, 2019): 1081–92. http://dx.doi.org/10.1177/0954409719880668.

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By considering the effect of the constraints of the rails on the subgrade section on both sides of a bridge, analytical expressions are derived to study the mapping relationship between the rail deformation and changes in the condition of the supporting beam(s), based on the principle of minimum potential energy. Rail deformations in a slab track–bridge system induced by the subsidence of piers and beam faults are investigated in detail. Results are compared with the finite element calculations to assess the main factors that influence rail deformation. The results show that the rail deformation curves under different working conditions (single or multiple pier subsidence and beam faults) determined using the analytical model fit well with those from the finite element models. With increasing subsidence of piers, the rail deformed more significantly in the subsidence zone. Moreover, both the maximum downward and upward deformations of the rail changed linearly with the subsidence of piers. Use of fasteners or a mortar layer with greater vertical stiffness caused the rail to become more irregular.

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Du, Xing, Xuesong Jin, Guotang Zhao, Zefeng Wen, and Wei Li. "Rail Corrugation of High-Speed Railway Induced by Rail Grinding." Shock and Vibration 2021 (June 11, 2021): 1–14. http://dx.doi.org/10.1155/2021/5546809.

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Rail corrugation is a common railway defect that involves diverse and complex factors. Rail grinding is also the most commonly used method to address corrugations. Through numerous irregularity tests and one-third octave frequency spectrum analyses, this study determined the characteristics and development process for rail corrugation on high-speed rail tracks. The vibration transmission properties of the grinding train were tested using the force hammer impacting method. Thereafter, using a simulation, the influence of the vertical vibration behavior of the grinding stone and the stiffness of the hydraulics were determined. Through a series of field tests and numerical simulations, this study revealed a clear correlation between rail corrugation and rail grinding and confirmed that the technical operation of rail grinding is closely associated with regular grinding marks at a wavelength of approximately 60 mm on rail surfaces. The combination of the natural vibration of the grinding stone (frequency of 60 Hz) and an inappropriate operational process can aggravate the grinding marks on the rail surfaces, thereby forming an initial excitation of rail corrugation. Although a large number of irregularity tests are performed after rail grinding, these wavelength-fixing grinding marks can cause the formation and development of rail corrugation. Suggestions for improving the high-speed rail-grinding technology are also provided.

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Karaś, Sławomir, and Andrzej Krasnowski. "HIGH SPEED RAIL – THE CURRENT CHALLENGE TO POLISH RAIL TRANSPORT." Journal of KONES. Powertrain and Transport 19, no. 3 (January 1, 2015): 203–12. http://dx.doi.org/10.5604/12314005.1138124.

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Loukaitou-Sideris, Anastasia. "New Rail Hubs along High-Speed Rail Corridor in California." Transportation Research Record: Journal of the Transportation Research Board 2350, no. 1 (January 2013): 1–8. http://dx.doi.org/10.3141/2350-01.

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Article, Editorial. "«EURASIA» HIGH-SPEED RAIL PROJECT." World of Transport and Transportation 15, no. 4 (August 28, 2017): 49. http://dx.doi.org/10.30932/1992-3252-2017-15-4-26.

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Krupík, Pavel. "High-speed rail – highway 2.0?" Acta Polytechnica CTU Proceedings 31 (July 14, 2021): 27–29. http://dx.doi.org/10.14311/app.2021.31.0027.

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High-speed rail lines should make it possible to fully replace air transport over the medium distances of Europe (about 500 km). In the Czech Republic, they are beginning to design. Estimates suggest that in five years, the first sections could begin to physically originate and within ten years, they will begin to ride on them. Is it possible that the scenario and the continuous extension of deadlines accompanying the completion of the backbone network will be repeated? This article discusses the options from the project management perspective and the idea of construction 4.0 to prevent this.

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Hobbs, I. "High speed power [rail electrification]." Power Engineer 21, no. 2 (2007): 32. http://dx.doi.org/10.1049/pe:20070204.

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Barreira, Álvaro, Vasco Reis, and Rosário Macário. "Competitiveness of High-Speed Rail." Transportation Research Record: Journal of the Transportation Research Board 2374, no. 1 (January 2013): 9–16. http://dx.doi.org/10.3141/2374-02.

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Zicha, Jan H. "High‐Speed Rail Track Design." Journal of Transportation Engineering 115, no. 1 (January 1989): 68–83. http://dx.doi.org/10.1061/(asce)0733-947x(1989)115:1(68).

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Hartland, D. J. "High-Speed Third Rail Shoegear." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 209, no. 2 (July 1995): 77–85. http://dx.doi.org/10.1243/pime_proc_1995_209_259_02.

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The introduction of through-running trains between England and France has required the provision of shoegear to run on the British Rail (BR) system, and this shoegear must retract clear of the rail for operation in France and Belgium (SNCF and SNCB). This paper describes the shoegear development work. An initial design concept was compared with existing experience; mock-ups were tested to confirm essential interfaces with the bogie and track, and prototypes were installed on a test train. The paper will describe the experiences of these trials and the running of the pre-series train on BR and SNCF. GEC-Alsthom, the main contractor for the TMST Eurostar trains, awarded the contract for current collection to a joint venture between Brecknell, Willis of Chard, England, and Faiveley SA of Tours, France. The two companies have a total of 180 years experience in electric traction and the shoegear design was to be a joint exercise. A version of this paper was originally presented at the Railtech conference in May 1994; since that time the Eurostars have entered full passenger service and the shoegear has met the requirements of full regular passenger service.

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Pimentel, Pedro Miguel, José Azevedo-Pereira, and Gualter Couto. "High-speed rail transport valuation." European Journal of Finance 18, no. 2 (February 2012): 167–83. http://dx.doi.org/10.1080/1351847x.2011.574984.

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Klaassen, L. H. "Workshop on high speed rail." Transportation 14, no. 2 (1987): 91–95. http://dx.doi.org/10.1007/bf00837586.

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Klaassen, L. H. "Workshop on high speed rail." Transportation 14, no. 2 (1987): 167–68. http://dx.doi.org/10.1007/bf00837593.

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Yu, Miao, Wei-dong Wang, Jin-zhao Liu, and Shan-chao Sun. "The transient response of high-speed wheel/rail rolling contact on “roaring rails” corrugation." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 10 (February 2, 2019): 1068–80. http://dx.doi.org/10.1177/0954409719825682.

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A high-speed wheel/rail finite element model is developed to focus on the non-steady-state rolling contact. The wheel/rail contact is solved based on the surface-to-surface contact algorithm, and the explicit finite element method is used to simulate the dynamic high-speed wheel/rail rolling contact. Considering the track–vehicle coupling system dynamics and the wheel/rail geometric nonlinearities, the wheel/rail contact on the short wave rail corrugation under the high-frequency vibration and the influence of train passing frequency on the track–vehicle system dynamics are studied. The explicit finite element method can be used to simulate the non-steady-state rolling contact process of the high-speed wheel/rail. After the initial load condition, the wheel/rail contact state tends to be stable in a short period of time. The short wave corrugation causes the high-frequency vibration of the track–vehicle system; the slightly advanced phase of the wheel/rail contact force promotes the development of rail corrugation in the rolling direction. When the train passing frequency is close to the rail pinned–pinned frequency, the pinned–pinned resonance occurs. The overall vibration near the fastening is relatively large and accelerates the damage of components. The longitudinal force is clearly affected by the traction torque with a periodic wheel/rail stick-slip vibration. The pinned–pinned resonance will promote the sliding wear at the wave trough near the fastening and it will become severe with the increase of the traction.

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Saat, Mohd Rapik, and Jesus Aguilar Serrano. "Multicriteria high-speed rail route selection: application to Malaysia's high-speed rail corridor prioritization." Transportation Planning and Technology 38, no. 2 (January 7, 2015): 200–213. http://dx.doi.org/10.1080/03081060.2014.997446.

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Kozyrev, N. A., R. A. Shevchenko, R. E. Kryukov, and A. A. Usol'tsev. "Development of a new technology of welding of high speed movement rails." Ferrous Metallurgy. Bulletin of Scientific , Technical and Economic Information, no. 8 (September 1, 2018): 50–57. http://dx.doi.org/10.32339/0135-5910-2018-8-50-57.

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Results of the study of welding modes influence following isothermal exposure of rail steel samples, made by admission of alternative current pulses after the welding quoted. The welding of the samples was made under laboratory conditions using the modernized machine for contact joint welding МС-2008М.Based on laboratory study data a method of contact joint welding, protected by a RF patent, was developed, enabling to obtain a welding connection of parts made of rail steel with uniform hardness distribution and small zone of thermal influence, meeting the elaborated by JSC EVRAZ ZSMK technical specifications for perspective welded joint connection of R65 rails of DT350 category. The proposed method enables to control the structure of welded rails connection without additional local thermal treatment.

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di Scalea, Francesco Lanza, Ivan Bartoli, Piervincenzo Rizzo, and Mahmood Fateh. "High-Speed Defect Detection in Rails by Noncontact Guided Ultrasonic Testing." Transportation Research Record: Journal of the Transportation Research Board 1916, no. 1 (January 2005): 66–77. http://dx.doi.org/10.1177/0361198105191600110.

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Recent train accidents have reaffirmed the need to develop rail defect detection systems that are more effective than those used today. This paper proposes new inspection systems for detecting transverse-type cracks in the rail head, notoriously the most dangerous flaws in rails. In principle these systems can be applied to both continuous welded rail and jointed tracks because bidirectional inspection can be implemented. However, the systems may fail to detect defects located close to a joint. The proposed technology uses ultrasonic guided waves that are detected by remote sensors positioned as far away as 76 mm (3 in.) from the top of the rail head. An impulse hammer is used to generate waves below 50 kHz that can successfully detect cracks larger than 15% of the head cross-sectional area. For smaller cracks-those as shallow as 1 mm-a pulsed laser is used for generating waves above 100 kHz. The inspection ranges are at least 10 m (32 ft) for cracks larger than 15% of the head area and at least 500 mm (20 in.) for surface head cracks as shallow as 1 mm. The defect detection reliability is improved by using both reflection and transmission measurements.

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Jiang, Hanwen, and Liang Gao. "Optimizing the Rail Profile for High-Speed Railways Based on Artificial Neural Network and Genetic Algorithm Coupled Method." Sustainability 12, no. 2 (January 16, 2020): 658. http://dx.doi.org/10.3390/su12020658.

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Though the high-speed railways are seen as a sustainable form of transportation, the fact that the rail wear in high-speed railways negatively affects the running safety and riding comfort, as well as the maintenance of railways, has drawn a wide range of concerns among researchers and scholars. In order to reduce the rail wear and achieve the goal of sustainable transportation, this paper proposes an ingenious optimization program of rail profiles based on the artificial neural network (ANN) and genetic algorithm (GA) coupled method. The candidate solutions of the nonlinear GA programming model are regarded as the inputs of the trained ANN model. Meanwhile, the outputs of the trained ANN model serve as the objective functions of the GA model. The computational results show that the optimized rail profile not only has superior performances in terms of the wheel/rail wear and contact conditions, but also maintains good dynamic performances. Therefore, this study can provide the theoretical and practical basis for the design and the preventive grinding of rails in the high-speed railways. Also, the ANN-GA coupled model can be extended and further employed on the optimization of other rail profiles.

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Cui, Rixin. "Integrated design of passive control methods for mitigating vibration and noise of rails in high-speed railway." Noise Control Engineering Journal 70, no. 1 (January 1, 2022): 90–100. http://dx.doi.org/10.3397/1/37707.

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Attachment of constrained layer dampers and dynamic vibration absorbers (DVAs) on rails are two effective passive control methods used for mitigating vibration and noise of railways at the source. An integrated passive control method in which constrained layer dampers and DVAs were simultaneously attached on the rail was proposed to attenuate the vibration and noise of the rail in a broad frequency range and to suppress the maximum vibration emitted by the first pinned-pinned resonance of the rail. The design method for the integrated application was developed based on the optimum design theory of DVA for multiple-degree-of-freedom damping structures. The vibration and noise reduction properties of the integrated control method were analyzed using a vibroacoustic model established based on the sequential finite element method–boundary element method and evaluated through laboratory tests. The results show that the integrated control method fully demonstrates the advantages of the two passive vibration control methods, which can improve the longitudinal transmission loss of the rail by 5.3 dB/m at the first pinned-pinned resonant frequency and reduce the maximum acoustic power of the rail by 7.8 dB(A) as well as achieve an overall rail noise reduction of 4.0 dB(A) within 3000 Hz. The vibration and noise reduction properties of the integrated control method are improved as the mass ratio increases in the frequency range above 600 Hz. The test results show that the integrated control method decreases the rail web vibration and rail noise by more than 40%.

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Hong, Wuyang, and Mo Su. "Influence of Rapid Transit on Accessibility Pattern and Economic Linkage at Urban Agglomeration Scale in China." Open Geosciences 11, no. 1 (November 16, 2019): 804–14. http://dx.doi.org/10.1515/geo-2019-0062.

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Abstract The development of high-speed railways has become an important factor influencing regional pattern changes in China. In this study, an accessibility evaluation model was constructed in combination with regional scale and regional center city to research the effect of high-speed rails on accessibility in the South Jiangsu, an urban agglomeration in China. Based on accessibility index, urban economic and social statistics data were used in conjunction with a gravity model to analyze the characteristics and evolvement of economic relations in this area. The result shows that high-speed rails improve overall regional accessibility, significantly benefit regions along rail lines, and makes middle- and long-distance journeys more convenient for the general public. High-speed rails play a particularly dominant role in the evolution of economic linkage and effectively strengthen the ties between cities. When the bonds between cities along rail lines greatly improve, a basic framework of economic relations is formed. Finally this paper discusses the imbalance arising from the effect of high-speed rails, proposing such suggestions as improving urban traffic and building expressways that connect high-speed rail stations in marginal areas to improve accessibility.

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Sampepajung, Daniella C. "High Speed Rail: The Comparative Analysis of China and Spain." Journal of Advanced Research in Dynamical and Control Systems 12, no. 1 (January 30, 2020): 329–38. http://dx.doi.org/10.5373/jardcs/v12i1/20201912.

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Jin, Xuesong. "Research Progress of High-Speed Wheel–Rail Relationship." Lubricants 10, no. 10 (September 30, 2022): 248. http://dx.doi.org/10.3390/lubricants10100248.

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The research on wheel–rail relationship includes the basic theoretical models and corresponding numerical methods of wheel–rail in rolling contact, geometric parameter matching and material matching of them, friction and wear, wheel–rail rolling contact fatigue, wheel–rail adhesion and noise. They are also key theoretical and technical problems of the high-speed train/track coupling system. The basic theoretical models of wheel–rail in rolling contact and the corresponding numerical methods are the basis and one of the basic means for solving other wheel–rail relationship problems. The other is the experimental means. Moreover, the modeling and analysis of coupling behavior of the train and track can only be realized by means of the wheel–rail rolling contact mechanics model and its corresponding numerical method. This paper mainly discusses some research work and achievements on high-speed wheel–rail relationship problems since China opened a high-speed railway system on a large scale. The discussions in this paper include the classic wheel–rail rolling contact theoretical models (analytical forms) and the modern wheel–rail rolling contact theories (numerical methods), their advantages and disadvantages, their application and future development direction of them. The reviewed research progress on the other wheel–rail relationships mainly expounds the thorny problems of the wheel–rail relationship encountered in the operation of China’s high-speed railway, how to adopt new theoretical analysis methods, test means and take effective measures to solve these problems. It also includes research results of similar important reference values performed by international peer experts in related fields. Challenging and unsolved problems in high-speed wheel–rail relationship research are also reviewed in the full text.

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Suslov, Anatoliy, Sergey Bishutin, and Leonid Zakharov. "Innovation technologies of rail working for high-speed railways." Science intensive technologies in mechanical engineering 2020, no. 8 (August 16, 2020): 11–17. http://dx.doi.org/10.30987/2223-4608-2020-8-11-17.

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Drawbacks in existing methods for rail grinding are analyzed. The innovation technologies for rail tread machining allowing the increase of rail life and rail machining capacity are shown. There are presented basic parameters and indices of the considered working methods taking into account a speed of a rail-working train.

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Balekwa, Bingo, and Daramy Vandi Von Kallon. "Train Wheels Eigenmodes on Effects of Vibration and Track Deterioration in the Belfast to Steelpoort Railway Line." MATEC Web of Conferences 347 (2021): 00009. http://dx.doi.org/10.1051/matecconf/202134700009.

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In South Africa, one of the main lines situated in its Limpopo Province presents symptoms of excessive vehicle-track vibrations. A modal method is adopted to study the difference in dynamic response of corrugated rails resting on the Hytrel/6385 and High Density Polyethylene (HDPE) rail pads. The results for dynamic response of rails on these two types of rail pads are analysed in form of Frequency Response Functions (FRFs). Two positions are considered in obtaining these point FRFs; those are mid-span and on top of sleeper. Resonance modes of significance are excited in a frequency range of 0 – 500Hz on rails resting on both types of rail pads. In view of the entire vibration response window, the FRFs show a more damped vibration response by rail resting on the HDPE than that resting on the Hytrel/6358 rail pad. A Finite Element (FE) modal analysis method is used to investigate vibration mode shapes and corresponding frequencies of the wheelset used by the locomotive operating in the line. In the high frequency range of 350 – 500Hz, the gear-side wheel of a locomotive wheelset proves to be vibrating more erratically than the non-gear side wheel. Clearly pronounced mode shape excited at a frequency of 350Hz and higher are presented.

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Cameron, David Ossian. "High-Speed Rail—Coming to America?" NEW SOLUTIONS: A Journal of Environmental and Occupational Health Policy 19, no. 2 (July 16, 2009): 261–65. http://dx.doi.org/10.2190/ns.19.2.gg.

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The United States lags many parts of the world when it comes to high-speed rail. But investing in high-speed rail could help us through current problems. Funds—$8 billion—in the economic stimulus package passed by Congress are designated for high-speed rail. Other funds in the pipeline total approximately $15.5 billion. High-speed rail can relieve congestion, free up national airspace, provide reliable transportation and positive economic development, create jobs, and is more energy efficient than other modes of travel.

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Hong, Sunguk, Cheoljeong Park, and Seongjin Cho. "A Rail-Temperature-Prediction Model Based on Machine Learning: Warning of Train-Speed Restrictions Using Weather Forecasting." Sensors 21, no. 13 (July 5, 2021): 4606. http://dx.doi.org/10.3390/s21134606.

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Predicting the rail temperature of a railway system is important for establishing a rail management plan against railway derailment caused by orbital buckling. The rail temperature, which is directly responsible for track buckling, is closely related to air temperature, which continuously increases due to global warming effects. Moreover, railway systems are increasingly installed with continuous welded rails (CWRs) to reduce train vibration and noise. Unfortunately, CWRs are prone to buckling. This study develops a reliable and highly accurate novel model that can predict rail temperature using a machine learning method. To predict rail temperature over the entire network with high-prediction performance, the weather effect and solar effect features are used. These features originate from the analysis of the thermal environment around the rail. Precisely, the presented model has a higher performance for predicting high rail temperature than other models. As a convenient structural health-monitoring application, the train-speed-limit alarm-map (TSLAM) was also proposed, which visually maps the predicted rail-temperature deviations over the entire network for railway safety officers. Combined with TSLAM, our rail-temperature prediction model is expected to improve track safety and train timeliness.

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Wang, Zhi Chen, Ying Song, and Ying Ming Shen. "A New Monitoring Method of Wheel/Rail Contact Forces Caused by Out-of-Round Railway Wheels." Applied Mechanics and Materials 178-181 (May 2012): 1125–30. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1125.

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Traditional methods of wheel-rail contact forces measurement all need strain gauges on wheel sets or rails. The shortcomings of strain gauges such as zero-drift, poor anti-interference property and instability of test system can’t meat wheel/rail force test requirements in high-speed railways. A method based on PVDF piezoelectric sensing technology is presented for the test of wheel/rail contact force. Firstly, on the basis of the theory of vehicle-track coupling dynamics and by means of simulation software ADAMS/Rail, a three-dimensional train-track simulation model is established. Secondly, the modes and characteristics of wheel/rail impact vibrations due to non-roundness of railway wheels are investigated in high-speed railway operation. The relationship between the range for acceptable roundness values and vehicle speed is determined. Finally, the view that it is of important significance to establish wheel/rail force real-time monitoring system is expanded, so that abnormal conditions caused by out-of-round wheels can be detected in time, to ensure high-speed railway traffic safety. The study is very important for enhancing the stability and economy signification of rail transmission.

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Carrillo, J. M., R. G. Carvajal, A. Torralba, and J. F. Duque-Carrillo. "Rail-to-rail low-power high-slew-rate CMOS analogue buffer." Electronics Letters 40, no. 14 (2004): 843. http://dx.doi.org/10.1049/el:20045047.

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Jiang, Xiaoyu, Xiaotao Li, Xu Li, and Shihao Cao. "Rail fatigue crack propagation in high-speed wheel/rail rolling contact." Journal of Modern Transportation 25, no. 3 (July 21, 2017): 178–84. http://dx.doi.org/10.1007/s40534-017-0138-6.

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Journal articles on the topic 'High rail'

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