Journal articles on the topic 'Rail track defects'
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1
Zheng, Danyang, Liming Li, Shubin Zheng, Xiaodong Chai, Shuguang Zhao, Qianqian Tong, Ji Wang, and Lizheng Guo. "A Defect Detection Method for Rail Surface and Fasteners Based on Deep Convolutional Neural Network." Computational Intelligence and Neuroscience 2021 (July 29, 2021): 1–15. http://dx.doi.org/10.1155/2021/2565500.
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As a result of long-term pressure from train operations and direct exposure to the natural environment, rails, fasteners, and other components of railway track lines inevitably produce defects, which have a direct impact on the safety of train operations. In this study, a multiobject detection method based on deep convolutional neural network that can achieve nondestructive detection of rail surface and fastener defects is proposed. First, rails and fasteners on the railway track image are localized by the improved YOLOv5 framework. Then, the defect detection model based on Mask R-CNN is utilized to detect the surface defects of the rail and segment the defect area. Finally, the model based on ResNet framework is used to classify the state of the fasteners. To verify the robustness and effectiveness of our proposed method, we conduct experimental tests using the ballast and ballastless railway track images collected from Shijiazhuang-Taiyuan high-speed railway line. Through a variety of evaluation indexes to compare with other methods using deep learning algorithms, experimental results show that our method outperforms others in all stages and enables effective detection of rail surface and fasteners.
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Zakeri, Jabbar-Ali, and Roshan Talebi. "Experimental investigation into the effect of steel sleeper vertical stiffeners on railway track lateral resistance." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 231, no. 1 (August 4, 2016): 104–10. http://dx.doi.org/10.1177/0954409715622500.
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Continuously welded rails are a common remedy to prevent rail defects, including railhead batter, rail cracking or breakage, and lateral displacement of track, among others. However, at curves with a radius of less than 400 m, rail welding is practically impossible due to the lack of track lateral resistance. Therefore, finding a new method to increase the track lateral resistance is necessary to facilitate rail welding, especially on tracks with steel sleepers. This study proposes a new method of increasing the lateral resistance of a ballasted track with steel sleepers by using web stiffeners. The effect of such stiffeners is investigated through a comparison with tracks having regular steel sleepers. The single tie (sleeper) push test is used in this research. The results of the experimental investigations show that the lateral resistance increases by 24, 140, and 203 percent, respectively, with the use of one, two, and three web stiffeners under the steel sleeper compared with a steel sleeper without stiffeners. Thus, the use of two stiffeners is concluded to provide enough lateral resistance in the case of older tracks. Therefore, the welding of rails at tight curves becomes conceivable.
3
Guo, Long, Jun Zhang, Zhe Chen, Liang Sun, Jia Ge, Kun Lin Lü, and Guang Yu Dai. "Automatic Detection for Defects of Railroad Track Surface." Applied Mechanics and Materials 278-280 (January 2013): 856–60. http://dx.doi.org/10.4028/www.scientific.net/amm.278-280.856.
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Rail track surface defects detection is an important part of the monitoring of railroad safety. In this paper, rail track images obtained by detection system of rail track surface image are processed. Firstly, the Hough transform is applied to process the images of the track surface to locate and extract the image of the track surface, which overcomes the influence of incline and unfixed width of track surface images caused by vehicle vibration. Secondly, improved Sobel operator and area filter are used together to extract track surface defects from the original images. Finally, the defects images are classified based on circularity and length-width ratio of minimum enclosing rectangular of defects images.Results of experiments show that the algorithm can identify and classify the defects images of track surface. The minimum detection region in rail track surface is 0.0068 cm2.
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Fesharaki, Mohammad, and Ton-Lo Wang. "The Effect of Rail Defects on Track Impact Factors." Civil Engineering Journal 2, no. 9 (October 2, 2016): 458–73. http://dx.doi.org/10.28991/cej-2016-00000049.
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This paper investigates the effect of rail surface flaws on track impact factors for different track and vehicle conditions. For this purpose, a three dimensional vehicle and track as an integrated system modelled. The vehicle, consists car body, bogie frames and wheelsets, is able to model displacements in vertical and lateral directions. Hertz nonlinear springs utilized to connect vehicle to track structure and simulate the interaction between vehicle and track subsystems. Track comprises rail, rail pads, sleepers and ballast materials. For each subsystem, matrices of mass, stiffness and damping were formed and then matrices of total vehicle-track system considering their interaction were solved. Using FRA spectral density functions for rail irregularities, response of track with different qualities to train dynamic forces obtained. Rail random irregularities, rail corrugation and rail joint defects as three common rail defects have been considered in this paper. For each defects the influence of different track and train parameters on impact factor has been studied. The results of study indicate substantial effect of the depth and frequency of the rail flaws on impact factors. This paper has also considered the impact of vehicle speed on dynamic forces and found the critical speed for each case.
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Ling, Liang, Jian Han, Xinbiao Xiao, and Xuesong Jin. "Dynamic behavior of an embedded rail track coupled with a tram vehicle." Journal of Vibration and Control 23, no. 14 (November 15, 2015): 2355–72. http://dx.doi.org/10.1177/1077546315616521.
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This paper presents an investigation into the dynamic behavior of an embedded rail track coupled with a tram vehicle in time domain. A new designed embedded rail track structure firstly introduced into the Chinese tramways is described and the results of vibration tests of the embedded rail track (ERT) and another fastened slab track (FST) are discussed. A three-dimensional (3D) dynamic model of a tram vehicle coupled with an embedded rail track was developed on the basis of the multi-body dynamics approach and the finite element method. In the model, the tram vehicle was modeled as a multi-body system. The embedded rail track was modeled as a two layer system consisting of two rails, filling material, slabs, and adjustment layer beneath slabs. The rails were treated as Timoshenko beams with continuous elastic supports, in which the modal superposition method was used to reduce the order of the partial differential equations of beams. Continuous viscoelastic elements were used to represent the filling material and rail pad that connecting the rails and the slabs. The concrete slabs were modelled using the 3D finite element method, while the modal superposition method was adopted to improve the computational efficiency. Uniformly viscoelastic elements were introduced to model the elastic layer beneath the concrete slabs. The proposed model was then applied to compare the dynamic response of the innovative embedded rail track with respect to a conventional fastened slab track. The numerical results indicate that the innovative embedded rail track has advantages over the fastened slab track for its potentialities to reduce the dynamic wheel/rail force, the vibration level and deformation of the track parts, and the track defects and damages.
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Noufid, Abdelhamid, Nadia Hidar, Sougrati Belattar, Mohamed Elafi, and M’barek Feddaoui. "Thermal non-destructive characterization of rail networks by using Infrared Thermography and FEM simulation." MATEC Web of Conferences 360 (2022): 00014. http://dx.doi.org/10.1051/matecconf/202236000014.
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Because of the repeated passage of trains, anomalies are created inside the rails in the form of cracks of different shapes and position. These are due essentially to the wheel – rail contact. They present a hazard causing at the final stage rail failure, train derailment and accidents. Detecting track anomalies has become a major issue for the entire rail industry around the world. This paper focuses on the degradation of rails in urban railways in terms of cracks. The purpose is to develop an approach to detect and predict rail breaks, which will optimize maintenance task. Infrared thermography was used in order to characterise the effect of a defect on the acquired thermogram. Different defects were considered by varying their size, depth and inclination angle with respect to the rail surface.
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Bocz, Péter, Ákos Vinkó, and Zoltán Posgay. "A practical approach to tramway track condition monitoring: vertical track defects detection and identification using time-frequency processing technique." Selected Scientific Papers - Journal of Civil Engineering 13, s1 (March 1, 2018): 135–46. http://dx.doi.org/10.1515/sspjce-2018-0013.
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Abstract This paper presents an automatic method for detecting vertical track irregularities on tramway operation using acceleration measurements on trams. For monitoring of tramway tracks, an unconventional measurement setup is developed, which records the data of 3-axes wireless accelerometers mounted on wheel discs. Accelerations are processed to obtain the vertical track irregularities to determine whether the track needs to be repaired. The automatic detection algorithm is based on time–frequency distribution analysis and determines the defect locations. Admissible limits (thresholds) are given for detecting moderate and severe defects using statistical analysis. The method was validated on frequented tram lines in Budapest and accurately detected severe defects with a hit rate of 100%, with no false alarms. The methodology is also sensitive to moderate and small rail surface defects at the low operational speed.
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Orlov, Sergey P., Nikolai A. Efimushkin, and Natalia V. Efimushkina. "Deep neural network for diagnostics of railway track components." Vestnik of Samara State Technical University. Technical Sciences Series 30, no. 1 (June 16, 2022): 63–74. http://dx.doi.org/10.14498/tech.2022.1.4.
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The problem of increasing the speed of railway transportation and ensuring reliability is associated with constant monitoring of the condition of the railway tracks. The modern track measuring cars are equipped with video cameras and computer equipment for processing the received information. However, manual processing of data by operators in real-time is not possible. The article proposes a deep convolutional neural network for automatically recognizing and classifying defects in rail joints on rail track images. The rail video observation forms the image array during the passage of the track recording car. The formation of classes of rail joints is described. Regular rail joints with connectors, insulating joints, and welded joints are considered. Additional classes are identified, corresponding to various anomalous configurations of rail joints in the images. A modified structure of a pre-trained deep convolutional network is constructed. When preparing training samples, the actual images of rail joints were supplemented with artificial images obtained by affine transformations. The process of training and testing the classifier based on the developed convolutional network is described. The Transfer Learning is used to train the neural network. As a result of the experiments, the accuracy of classifying rail joints and detecting defects was at least 96%.
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Potapov, Dmitry, Volodymyr Vitolberg, Danylo Shumyk, Viacheslav Ovcharenko, and Viktor Bulgakov. "Reused rails for underground systems." MATEC Web of Conferences 230 (2018): 01013. http://dx.doi.org/10.1051/matecconf/201823001013.
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The structural components of the rail track, including rails, deteriorate in operation. However, some of them retain their operational characteristics and can be reused. This practice has found wide application on Ukrainian railways and shown a lot of self-evident advantages, among which the basic one is a rational use of material and technical means. Besides, development of a used rail system for underground railways may also optimize the track facility system for such specific conditions. The article presents results of the research into the change of the crumbling depth on the roll surface (the main rail defects of underground railways); it allowed the authors to conclude about the possibility to reuse rails for underground systems. Moreover, assessment of interacting forces in the wheel/rail system and the crumbling volume made it possible to determine rational application for used rails. The proposed system takes into account all the features of operating the railway track in underground systems, and also allows more efficient use of the residual rail resource without reducing the necessary level of traffic safety.
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Zhang, Ziwen, Mangui Liang, and Zhiyu Liu. "A Novel Decomposition Model for Visual Rail Surface Inspection." Electronics 10, no. 11 (May 26, 2021): 1271. http://dx.doi.org/10.3390/electronics10111271.
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Rail surface inspection plays a pivotal role in large-scale railway construction and development. However, accurately identifying possible defects involving a large variety of visual appearances and their dynamic illuminations remains challenging. In this paper, we fully explore and use the essential attributes of our defect structure data and the inherent temporal and spatial characteristics of the track to establish a general theoretical framework for practical applications. As such, our framework can overcome the bottleneck associated with machine vision inspection technology in complex rail environments. In particular, we consider a differential regular term for background rather than a traditional low-rank constraint to ensure that the model can tolerate dynamic background changes without losing sensitivity when detecting defects. To better capture the compactness and completeness of a defect, we introduce a tree-shaped hierarchical structure of sparse induction norms to encode the spatial structure of the defect area. The proposed model is evaluated with respect to two newly released Type-I/II rail surfaces discrete defects (RSDD) data sets and a practical rail line. Qualitative and quantitative evaluations show that the decomposition model can handle the dynamics of the track surface well and that the model can be used for structural detection of the defect area.
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Shtompel, Anatolii, Oleksii Skoryk, Vadym Novikov, Yuliia Kravchenko, and Yevhen Korostelov. "Determination of the level of separate rail failure using the indicator of their reliability." MATEC Web of Conferences 230 (2018): 01016. http://dx.doi.org/10.1051/matecconf/201823001016.
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During the operation, the upper railway track structure constantly tends to age, which includes the increasing number of failures. This process is controlled by the track maintenance system, which provides for the current maintenance of the track in a certain railway section. As part of the current maintenance of the track, in particular, works are performed to eliminate defective elements of the upper railway track structure, which appeared during functioning of the track structure. The dependence of the operational cargo turnover on the amount of transported cargoes has been analyzed. It is directly related to the issues of organization of maintenance of the railway track structure taking into account the current track operation conditions. Regression analysis of the reported data allowed establishing a mathematical model of the dependence of the value of operational cargo turnover on the value of the transported cargo. The service life of rails (rail bars) in the track section has been established to be related to the indicator separate rail failure during the period of operation of the upper railway track structure by defects. The safety level of rails (rail bars) can be determined based on the value of this indicator.
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Makowski, Jacek. "Construction, diagnostics and maintenance of CWR track-threats through low temperatures." WUT Journal of Transportation Engineering 122 (September 1, 2018): 63–80. http://dx.doi.org/10.5604/01.3001.0014.4502.
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The article characterizes the construction of a contactless track and explains the phenomenon of thermal stress formation. The breakage of railway rails during periods of low temperatures, also related to the occurrence of rail defects, poses a threat to traffic safety and requires proper diagnostics of the track condition, as well as the use of correct repair technology for broken rails.
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Il’inykh, A. S., and E. S. Bondarev. "Разработка подхода к созданию автоматизированной системы управления процессом рельсошлифования." Herald of the Ural State University of Railway Transport, no. 1 (2022): 46–56. http://dx.doi.org/10.20291/2079-0392-2022-1-46-56.
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At all times, a properly organized railway network has served as a guarantor of the development of other branches of the state. In the Russian Federation, freight and passenger turnover on rail transport are increasing every year. Therefore, it is necessary to adapt to modern realities and direct efforts and finances to modernize the system for the maintenance and repair of infrastructure facilities. During the operation of the railway track, various rail defects inevitably arise (metal staining, internal longitudinal and transverse cracks, wear of the transverse and longitudinal profile, etc.). In order to eliminate such defects, the rail grinding technology is used. JSC «Russian Railways» use a Unified Corporate Automated Infrastructure Management System (UCAIMS) for accounting and analysis of infrastructure facilities. Unfortunately, UCAIMS does not have the functionality for solving such narrow-focused tasks as organizing and planning the rail grinding process. As a solution to the current problem, it is proposed to develop an automated rail grinding control system (ARGCS), which will be integrated into UCAIMS. Based on the results of the theoretical study, an approach to the creation of an automated rail grinding control system (ARGCS) with the possibility of integration into UCAIMS is proposed. The purpose of ARGCS should be in making high-quality and timely technical and economic decisions during planning work on grinding rails in the railway track conditions. The system will be based on a fundamentally new approach that enables performing timely grinding of rails with minimum costs and ensuring an increase in the efficiency of operation, maintenance and repair of the railway track. The stated requirements are planned to be achieved using a new work planning procedures. For this purpose, a dynamic programming model has been developed. For its functioning, the values of defects are divided into three degrees of importance, transition probability matrices are compiled, defects are ranked, as well as an algorithm for choosing the priority of the rail grinding site.
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Johansson, A., and J. C. O. Nielsen. "Out-of-round railway wheels—wheel-rail contact forces and track response derived from field tests and numerical simulations." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 217, no. 2 (March 1, 2003): 135–46. http://dx.doi.org/10.1243/095440903765762878.
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The influence of different types of railway wheel out-of-roundness (OOR) on the vertical dynamic wheel-rail contact force and track response is investigated through extensive field tests and numerical simulations. The response from a freight train, provided with a number of different types of severe wheel tread damage, is studied. Two different axle loads are used in combination with different train speeds in the range 30-100km/h. The wheel defects are wheelflats, local spalls due to rolling contact fatigue cracking, long local defects and polygonal wheels (periodic OOR). The vertical wheel-rail contact force was measured using a strain gauge based wheel impact load detector. Strain gauges and accelerometers were positioned on rails and sleepers to measure the track response. Most of the magnitudes of measured impact forces were found to be lower than the current impact load limit that is used in Sweden to determine when a defective wheel should be removed for repair. Only the long local defect caused larger force magnitudes than the wheel removal criterion. Measured responses are used to calibrate and validate numerical models for simulation of train-track interaction. Results from one linear and one state-dependent track model are compared.
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Zhao, X., Z. Li, and J. Liu. "Wheel–rail impact and the dynamic forces at discrete supports of rails in the presence of singular rail surface defects." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 226, no. 2 (August 1, 2011): 124–39. http://dx.doi.org/10.1177/0954409711413975.
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A validated three-dimensional (3D) transient finite element model is used to evaluate the wheel–rail impact at singular rail surface defects and the resulted high-frequency dynamic forces at the discrete supports of the rail. A typical ballasted railway track is modeled, in which the supports of the rail are composed of the fastenings, the sleepers, and the ballast. The primary suspension of the vehicle is considered. To include all the important eigen characteristics of the vehicle–track system, the wheel set, the rail, and the sleepers are all meshed using 3D solid elements. The transient wheel–rail rolling contact is solved using a surface-to-surface contact algorithm in the time domain. By simulating the steady-state rolling of a wheel set on a smooth rail, the vertical force distribution at the discrete supports is first compared with Zimmermann solution. Afterward, rail surface defects are applied to calculate the resulted dynamic forces at thewheel–rail interface and at the discrete supports of the rail under different rolling speeds. The obtained dynamic responses confirm the necessity of using such a detailed model for the investigations.
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Bombarda, Davide, Giorgio Matteo Vitetta, and Giovanni Ferrante. "Rail Diagnostics Based on Ultrasonic Guided Waves: An Overview." Applied Sciences 11, no. 3 (January 25, 2021): 1071. http://dx.doi.org/10.3390/app11031071.
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Rail tracks undergo massive stresses that can affect their structural integrity and produce rail breakage. The last phenomenon represents a serious concern for railway management authorities, since it may cause derailments and, consequently, losses of rolling stock material and lives. Therefore, the activities of track maintenance and inspection are of paramount importance. In recent years, the use of various technologies for monitoring rails and the detection of their defects has been investigated; however, despite the important progresses in this field, substantial research efforts are still required to achieve higher scanning speeds and improve the reliability of diagnostic procedures. It is expected that, in the near future, an important role in track maintenance and inspection will be played by the ultrasonic guided wave technology. In this manuscript, its use in rail track monitoring is investigated in detail; moreover, both of the main strategies investigated in the technical literature are taken into consideration. The first strategy consists of the installation of the monitoring instrumentation on board a moving test vehicle that scans the track below while running. The second strategy, instead, is based on distributing the instrumentation throughout the entire rail network, so that continuous monitoring in quasi-real-time can be obtained. In our analysis of the proposed solutions, the prototypes and the employed methods are described.
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Rathod, Chandrahas, David Wexler, Vladimir Luzin, Paul Boyd, and Manicka Dhanasekar. "A Neutron Diffraction Investigation of Residual Stresses in Rail Ends after Severe Deformation of Rail Surfaces." Materials Science Forum 777 (February 2014): 213–18. http://dx.doi.org/10.4028/www.scientific.net/msf.777.213.
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Insulated rail joints (IRJs) are a primary component of the rail track safety and signalling systems. Rails are supported by two fishplates which are fastened by bolts and nuts and, with the support of sleepers and track ballast, form an integrated assembly. IRJ failure can result from progressive defects, the propagation of which is influenced by residual stresses in the rail. Residual stresses change significantly during service due to the complex deformation and damage effects associated with wheel rolling, sliding and impact. IRJ failures can occur when metal flows over the insulated rail gap (typically 6-8 mm width), breaks the electrically isolated section of track and results in malfunction of the track signalling system. In this investigation, residual stress measurements were obtained from rail-ends which had undergone controlled amounts of surface plastic deformation using a full scale wheel-on-track simulation test rig. Results were compared with those obtained from similar investigations performed on rail ends associated with ex-service IRJs. Residual stresses were measured by neutron diffraction at the Australian Nuclear Science and Technology Organisation (ANSTO). Measurements with constant gauge volume 3x3x3 mm3 were carried in the central vertical plane on 5mm thick sliced rail samples cut by an electric discharge machine (EDM). Stress evolution at the rail ends was found to exhibit characteristics similar to those of the ex-service rails, with a compressive zone of 5mm deep that is counterbalanced by a tension zone beneath, extending to a depth of around 15mm. However, in contrast to the ex-service rails, the type of stress distribution in the test-rig deformed samples was apparently different due to the localization of load under the particular test conditions. In the latter, in contrast with clear stress evolution, there was no obvious evolution of d0. Since d0 reflects rather long-term accumulation of crystal lattice damage and microstructural changes due to service load, the loading history of the test rig samples has not reached the same level as the ex-service rails. It is concluded that the wheel-on-rail simulation rig provides the potential capability for testing the wheel-rail rolling contact conditions in rails, rail ends and insulated rail joints.
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Alemazkoor, Negin, Conrad J. Ruppert, and Hadi Meidani. "Survival analysis at multiple scales for the modeling of track geometry deterioration." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 3 (March 9, 2017): 842–50. http://dx.doi.org/10.1177/0954409717695650.
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Defects in track geometry have a notable impact on the safety of rail transportation. In order to make the optimal maintenance decisions to ensure the safety and efficiency of railroads, it is necessary to analyze the track geometry defects and develop reliable defect deterioration models. In general, standard deterioration models are typically developed for a segment of track. As a result, these coarse-scale deterioration models may fail to predict whether the isolated defects in a segment will exceed the safety limits after a given time period or not. In this paper, survival analysis is used to model the probability of exceeding the safety limits of the isolated defects. These fine-scale models are then used to calculate the probability of whether each segment of the track will require maintenance after a given time period. The model validation results show that the prediction quality of the coarse-scale segment-based models can be improved by exploiting information from the fine-scale defect-based deterioration models.
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Hsieh, Chen-Chiung, Ti-Yun Hsu, and Wei-Hsin Huang. "An Online Rail Track Fastener Classification System Based on YOLO Models." Sensors 22, no. 24 (December 17, 2022): 9970. http://dx.doi.org/10.3390/s22249970.
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In order to save manpower on rail track inspection, computer vision-based methodologies are developed. We propose utilizing the YOLOv4-Tiny neural network to identify track defects in real time. There are ten defects covering fasteners, rail surfaces, and sleepers from the upward and six defects about the rail waist from the sideward. The proposed real-time inspection system includes a high-performance notebook, two sports cameras, and three parallel processes. The hardware is mounted on a flat cart running at 30 km/h. The inspection results about the abnormal track components could be queried by defective type, time, and the rail hectometer stake. In the experiments, data augmentation by a Cycle Generative Adversarial Network (GAN) is used to increase the dataset. The number of images is 3800 on the upward and 967 on the sideward. Five object detection neural network models—YOLOv4, YOLOv4-Tiny, YOLOX-Tiny, SSD512, and SSD300—were tested. The YOLOv4-Tiny model with 150 FPS is selected as the recognition kernel, as it achieved 91.7%, 92%, and 91% for the mAP, precision, and recall of the defective track components from the upward, respectively. The mAP, precision, and recall of the defective track components from the sideward are 99.16%, 96%, and 94%, respectively.
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Mordia, Ravikant, and Arvind Kumar Verma. "Fault Diagnosis in Railway Track using Efficient Net based CNN." YMER Digital 21, no. 07 (July 25, 2022): 1074–80. http://dx.doi.org/10.37896/ymer21.07/87.
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Railway transportation is the most cost-effective and convenient means of passenger travel in India. The cress cross tracks are almost present in every part of India. Keeping in mind the security of people also the free running railway without any problem, we have to focus in the safety part of this system [1]. In India, the railway network accounts for over 80% of all transportation. Approximately 60% of accidents occur at crossings of railway tracks because of a railway track fracture, resulting in the loss of valuable life and economic damage. As a result, new technology is required for both fault detection and object detection in railway tracks. This technology must be resilient, efficient, and steady [2]. This paper presents a vision based method to find some common defects in railways. Some images have been collected of railway track and image processing method is used to preprocess these images and to detect the features related to defective parts. An EfficientNet based CNN model is developed to detect the defects which uses global average pooling, adam as optimizer, softmax as activation function and categorical_crossentropy as loss function. This research result consists of a classification report as defective and non-defective parts or image with accuracy of 91 percentages over 30 epochs. Keywords: Rail Track Images, Defects, Defect Detection Method, CNN and Defect Classification.
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Licow, Roksana, and Franciszek Tomaszewski. "Analysis of the Ways to Identify Rail Running Surface Defects by Means of Vibration Signals." Problemy Kolejnictwa - Railway Reports 64, no. 186 (March 2020): 119–24. http://dx.doi.org/10.36137/1866e.
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The article discusses a preliminary concept of a method enabling the identification of chosen rail running surface defects, such as squats, spalling, and running surface defects, by analysing the parameters of vibration signals. It features a description of the methodology of the conducted tests, the scope thereof, and the selection of the measurement points with specific defect types. The article covers selected results of vibration tests, the results of analyses of recorded signals for defective track sections and those for control track sections. The presented measurement results have been obtained for the technical–operating conditions occurring on railway line no. 213 Reda – Hel and line no. 131 Chorzów Batory – Tczew. The preliminary test results and conclusions included in the article show that it is reasonable to pursue further research into the phenomena involving the utilisation of vibroacoustics in rail performance diagnostics Keywords: vibroacoustics, squat, spalling, running surface defect
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Pannese, Eric M., W. Andy Take, Neil A. Hoult, Ruobing Yan, and Hoat Le. "Bridge transition monitoring: Interpretation of track defects using digital image correlation and distributed fiber optic strain sensing." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 234, no. 6 (June 8, 2019): 616–37. http://dx.doi.org/10.1177/0954409719851626.
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Railway bridge transitions represent locations of vertical stiffness variations that are believed to amplify the dynamic wheel loads which contribute to the development of both differential track settlement and hanging sleeper issues that are difficult to resolve despite the current knowledge of bridge transition behaviour. This paper presents a field monitoring study of a railway bridge transition in which track defects – including both gaps between the rail and sleeper plates, i.e. “rail–sleeper gaps,” and rail flange scrape marks exposing bare steel – were observed during a visual inspection of the transition. Trains were monitored by measuring both track displacements using Digital Image Correlation and distributed rail strains using a Rayleigh-based fiber optic analyzer. Through analysis and interpretation of the collected monitoring data, it was found that measurements of rail–sleeper gaps could be used to obtain a first-order estimate of the shape of the differential track settlement profile. Additionally, it was found that measurements of scrape marks on the rail flange could be used to estimate the extent of longitudinal rail movement that could occur during train passage, and that the loads applied to the bridge structure were influenced by the nature of the rail–sleeper gaps at the monitoring site.
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Gailienė, Inesa. "INVESTIGATION INTO THE CALCULATION OF SUPERELEVATION DEFECTS ON CONVENTIONAL RAIL LINES." TRANSPORT 27, no. 3 (September 19, 2012): 229–36. http://dx.doi.org/10.3846/16484142.2012.719198.
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Railway curves have influence on train speed on a curve and/or wheel/rail interface. Additional forces that have to be compensated appear in the curves. The purpose of superelevation is to compensate acceleration emerging in the curve thus assuring comfortable passenger transportation and equal wearing of both rails. However, it is very difficult to calculate superelevation when designing and maintaining a railway track, because the estimation of actual train speed on the curves is very complicated. As we know, railway lines can be divided into conventional, high speed and heavy haul ones. As these lines are absolutely different, requirements for the installation and maintenance of the track may also differ. Conventional rail lines are the object of research discussed in this article. The speed of freight and passenger trains is different on conventional rail lines, which is an essential factor in determining superelevation. On the ground of scientific researches, the article analyzes and evaluates the factors influencing wheel/rail interface on the curves. The paper also deals with railway line curves, superelevation and uncompensated lateral acceleration. The article presents the method used in Lithuania for calculating superelevation in the railway curves and analyzes calculation defects. For research purposes, analytical and statistical methods have been used. The obtained results have shown that actual superelevation in the researched curves does not match the calculated one. The calculations and obtained results of superelevation depend on how average train speed in the curves is estimated and used for calculations. As most of the results show that even small variations in the curve have a great influence on track/vehicle behaviour, it is necessary to find more precise methods for calculating superelevation, evaluating actual train speed and considering permissible uncompensated lateral acceleration in the curves.
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Makoto ISHIDA. "Rolling contact fatigue (RCF) defects of rails in Japanese railways and its mitigation strategies." Electronic Journal of Structural Engineering 13, no. 1 (January 1, 2013): 67–74. http://dx.doi.org/10.56748/ejse.131621.
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Rail is the one of the most important materials to support and guide railway vehicles safely and smoothly. Since rail sufferes from various interacting forces and environmental atmosphere, wear and fatigue pose large problems with wheel and rail. Hence, wear and fatigue of wheel and rail have been studied so far to keep running safety and some level of riding comfort of vehicle taking into account track maintenance cost. In this review, rolling contact fatigue (RCF) of rail which is one of typical fatigue phenomenon for steel wheelon- rail system is focused on and the history of RCF defects and the maintenance experience of their mitigation measures in Japanese railways are described. The concept of mitigation strategy is balance between wear and RCF. Controlling wear amount is a key word to mitigate RCF defects based on selecting rail material suitable for vehicle/track interaction together with grinding and lubrication. Furthermore, the purpose of Japanese bainitic steel rail is to obtain the suitable amount of wear to prevent the initiation of RCF crack.
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Hua, Xia, Wael Zatar, Alisha Gadedesi, and Zhicheng Liao. "Assessment technologies of rail systems’ structural adequacy — A review from mechanical engineering perspectives." Science Progress 105, no. 2 (April 2022): 003685042210998. http://dx.doi.org/10.1177/00368504221099877.
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The structural adequacy challenges of railroad track structures have received considerable attention globally. Track defects and failures due to weak strength and buckling effect account for one-third of all railroad accidents. The current paper provides a comprehensive study of the recent work on the structural adequacy/bearing capacity of rail systems from mechanical engineering perspectives; existing techniques for track stiffness/modulus evaluations, including standstill and continuous methods. Further, this paper demonstrates the current techniques for track stiffness/modulus evaluation. Prevailing track modulus techniques, while accurate but time-taking, effortful, requires a track closure and provides only single-point information. Also, this review provides a suggestion on the non-destructive and non-invasive technologies for example Ground-penetrating radar (GPR) and evaluation of the substructures of tracks as they have great potential for image subsurface features.
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Mazov, Yuriy Nikolaevich, Aleksey Alekseevich Loktev, and Vyacheslav Petrovich Sychev. "Assessing the influence of wheel defects of a rolling stockon railway tracks." Vestnik MGSU, no. 5 (May 2015): 61–72. http://dx.doi.org/10.22227/1997-0935.2015.5.61-72.
Full textAbstract:
Transfer of the load from the wheels on the rail occurs at a very small area compared with the size of the wheels and rails. The materials near this site have a very large voltage. Determination of contact stresses is complicated by the fact that the magnitude of these stresses in the rails under actually revolving wheel load exceeds the yield and compressive strength of modern rail steel. We should note that the metal of the rail head, experiencing contact stresses, especially when the location of the pads is closer to the middle of the rail head, works in the conditions close to the compression conditions, and therefore can withstand higher voltage without plastic deformation than the standard compressible sample. But, as a rule, the observed hardening of the metal in the zone of contact stresses and lapping at the edges of the rail head indicates the presence of plastic deformation and, consequently, higher stresses in the wheel-rail contact zone than the yield strength of the metal rail even in the conditions of its operation in the rail head.The use of the design equations derived on the basis of the Hertz theory for metal behavior in elastic stage, is valid. The reason is that each individual dynamic application of wheel loads on the rail is very short, and the residual plastic deformation from the individual loads of the pair of wheels on the rail is actually small. This elastic-plastic deformation of the rail becomes visible as a result of gradual gaining of a missed tonnage of rails and wheels respectively. Irregularities on the running surface of the wheels are of two types. The most common are the so-called continuous bumps on the wheel, when due to the uneven wear of rail the original shape of the wheel across the tread surface distorts. But nowadays, more and more often there occur isolated smooth irregularities of the wheel pairs, due to the increased wear of the wheel because of the stopping and blocking of wheels of the vehicles - slides (potholes), etc.The motion of the wheels with irregularities on the surface of the rail leads to vertical oscillation of the wheel, resulting in the forces of inertia, which is an additional load on the rail. In case of movement of the wheel with isolated roughness on the tread surface of the slide there is a strike, having a very large additional impact on the rail. Such attacks can cause kinked rails, especially in the winter months when there is increased fragility of rail steel, because of lowered temperatures. This is an abnormal phenomenon and occurs relatively rarely, at a small number of isolated irregularities on a wheel of the rolling stock. As correlations connecting the contact force and local deformation in the interaction of the wheel-rail system, we use the quasi-static Hertz’s model, linear-elastic model and two elastoplastic contact models: Alexandrov-Kadomtsev and Kil’chevsky. According to the results of Loktev’s studies ratios of the contact Hertz’s theory are quite suitable for modeling the dynamic effects of wheel and rail for speeds up to 90 km/h for engineering calculations. Since the contact surface is homogeneous and isotropic, the friction forces in the contact zone are not taken into account, the size of the pad is small compared to the dimensions of the contacting bodies and characteristic radii of curvature of the undeformed surfaces, the contacting surfaces are smooth.When train is driving, the position of the wheelset in relation to the rails varies con- siderably, giving rise to different combinations of the contact areas of the wheel and rail. Even assuming constant axial load the normal voltage will vary considerably because of the differences in the radii of curvature of the contacting surfaces of these zones. Thus, the proposed method allows evaluating the influence of several types of wheel defects on the condition of the rail and the prospects of its use in the upper structure of a railway track on plots with different speed and traffic volumes. Also the results can be used to solve the inverse of the considered problems, for example, when designing high-speed highways, when setting the vehicle speed and axle load, and the solution results are the parameters of the defects, both wheelsets and the rails, in case of which higher require- ments for the safe operation of railways are observed.
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Sun, Yan Quan, Colin Cole, and Maksym Spiryagin. "Study on track dynamic forces due to rail short-wavelength dip defects using rail vehicle-track dynamics simulations." Journal of Mechanical Science and Technology 27, no. 3 (March 2013): 629–40. http://dx.doi.org/10.1007/s12206-013-0117-8.
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Jeong, Wootae. "Spectral Characteristics of Rail Surface by Measuring the Growth of Rail Corrugation." Applied Sciences 11, no. 20 (October 14, 2021): 9568. http://dx.doi.org/10.3390/app11209568.
Full textAbstract:
Continuous interaction between wheels and rails during train operation results in rail wear and tear. Corrugation of the rail surface is particularly caused by the contact mechanism between train wheel and rail and increases the vibration and dynamic wheel load, and if continued, leads to various defects and breakage of the track. Many devices are used to measure corrugation accurately, but measurement deviation varies greatly by measuring device. The most common corrugation measurement system measures surface roughness with a vibration acceleration sensor or displacement sensor. Corrugation with different pitches can be calculated by assuming the longitudinal rail surface as a chord with variable wavelength. Recent systems use a measurement model applying multiple sensors for more accurate measurement. This study investigated spectral characteristics of rail surface roughness based on long time measurement results. In particular, spectral changes upon the growth of rail surface wear and corrugation were analyzed when using the measurement system applying the chord offset method with multiple sensors. The results of analysis were verified through the field subway section, a running track undergoing corrugation, three months after initial measurement, and compared the measurement results according to the number of sensors. Additionally, the rail surface wavelength bands that affected measurement value according to the number of sensors were analyzed.
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Xu, Gui Hong, Pei Gang Li, Ping Rui Zhao, and Xue Yi Liu. "Effect Factors Analysis for the Lateral Stability of the Slab Track." Advanced Materials Research 261-263 (May 2011): 1630–34. http://dx.doi.org/10.4028/www.scientific.net/amr.261-263.1630.
Full textAbstract:
In the paper, a mechanical model for the slab track was established. The mechanical characteristics and the deforming rule of slab track were analyzed using some parameters such as temperature load, the length and radius of circular curve, alignment irregularities, defects of fastening, etc. The results indicate that the lateral displacement of rails is periodically changed under the thermal force. The length and radius of circular curve has influence on the lateral displacement of rail. The lateral displacement of rails mainly influenced by resin’s elastic modulus, and has little relation with the length of circular curve. The mainly influence of resin’s elastic modulus is to the whole lateral displacement of track structure. alignment irregularities had a significant effect on the lateral displacement and track.
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Heusel, J., B. Baasch, W. Riedler, M. Roth, S. Shankar, and J. C. Groos. "Detecting corrugation defects in harbour railway networks using axle-box acceleration data." Insight - Non-Destructive Testing and Condition Monitoring 64, no. 7 (July 1, 2022): 404–10. http://dx.doi.org/10.1784/insi.2022.64.7.404.
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Sea- and inner ports are intermodal traffic nodes that play an important role in transportation, especially in the transportation of goods. The appearance of track defects in a harbour railway network has a negative impact on safety, cost and comfort (for example due to noise emission). The analysis of data obtained by embedded acceleration sensors, which are installed at the axle box of an equipped in-service vehicle, allows for continuous condition monitoring of the track infrastructure. The German Aerospace Center (DLR) develops prototypical modular multi-sensor systems that are used in different operational environments, including on a shunter locomotive operating in an industrial harbour railway network in Braunschweig, Germany. Within the HavenZuG research project, extensive rail longitudinal profile and track geometry measurements have been performed using established inspection methods to obtain the true underlying condition of the railway network. In the present paper, methods for gaining relevant information from the axle-box acceleration (ABA) data are presented and validated with the given reference data. The focus is on detecting defects that are visible in the rail longitudinal profile, mainly rail corrugation. It can be shown that ABA data gathered during everyday shunting operation can be used for detecting corrugation and for inferring rail longitudinal profile parameters.
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Lu, Jun, Mingyuan Gao, Yifeng Wang, and Ping Wang. "Health monitoring of urban rail corrugation by wireless rechargeable sensor nodes." Structural Health Monitoring 18, no. 3 (July 2, 2018): 838–52. http://dx.doi.org/10.1177/1475921718782395.
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This article presents a prototype of wireless rechargeable sensor nodes for the health monitoring of urban rail corrugation. The proposed system includes a local energy generator constructed based on the electromagnetic-induction principle, a DC–DC booster converter, wireless sensor nodes, and an analysis interface using Littlewood–Paley wavelet transform methods. A vehicle–track interaction model is established that considers the rail corrugation as an irregularity excitation source to predict the dynamic response of railway tracks with rail corrugation. To verify the theoretical prediction, field testing was conducted, and the power consumption of the sensor nodes was evaluated. Finally, a case study showed that rail corrugation defects can be identified by measuring the rail acceleration signals and using Littlewood–Paley wavelet analysis.
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Shadfar, Morad, Habibollah Molatefi, and Asghar Nasr. "An Index for Rail Weld Health Assessment in Urban Metro Using In-Service Train." Mathematical Problems in Engineering 2022 (December 27, 2022): 1–10. http://dx.doi.org/10.1155/2022/4911952.
Full textAbstract:
Rail welds are considered as the weak part of a railway track. Their defects and health can directly affect wheel-rail interaction, track safety, and reliability. Current practices for rail welds health assessment are based on 2D vertical and lateral wear measurement which needs time and track blocking. The development of inertia-based condition monitoring methods such as measuring axle box acceleration (ABA) comes with a crucial question on criteria or index for each rail track component health monitoring. In this study, an index for evaluation of rail weld health is proposed through integrated numerical and field experiment data within a metro line using the ABA technique. The relationship between the speed, wheel structural vibration, and acceleration amplitude is investigated using fast Fourier transformation (FFT) and a nonlinear neural network principal component analysis (PCA) model. An index is introduced to assess weld severity level based on the statistical method. This index is simple and applicable for maintenance practice.
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Yang, Hongyin, Nanhao Wu, Wei Zhang, Zhangjun Liu, Jianfeng Fan, and Changjun Wang. "Dynamic Response of Spatial Train-Track-Bridge Interaction System Due to Unsupported Track Using Virtual Work Principle." Applied Sciences 12, no. 12 (June 17, 2022): 6156. http://dx.doi.org/10.3390/app12126156.
Full textAbstract:
An improved spatial vehicle–track–bridge interaction system considering the unsupported track is proposed using the virtual work principle. When the track fails to be supported due to the defects under the track, the corresponding bridge–rail connection coupled matrix should be removed. Using the proposed dynamic model, a novel numerical analysis of the unilateral and bilateral unsupported sleepers in the bridge and the subgrade is carried out. The results indicate that the wheel–rail contact force changes dramatically when the vehicles pass through the unsupported track. The unsupported track has a little effect on the displacement of the bridge, but it increases the acceleration of the bridge. The displacement and acceleration of the track increase significantly with the expansion of the supported defects under the track and the increase of driving speed. For unilateral unsupported sleepers, the dynamic response on the unsupported side is slightly smaller than that of the bilateral unsupported sleeper, while the unsupported side has a limited effect on the other side of the normal support.
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Tarabrin, V. F. "COMPARISON OF CHARACTERISTICS OF SEARCHING SYSTEMS OF MOBILE MEANS OF RAILS OF RAIL DEFECTOSCOPY." Kontrol'. Diagnostika, no. 268 (October 2020): 40–48. http://dx.doi.org/10.14489/td.2020.10.pp.040-048.
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The characteristics of wheel-type search systems and sliding systems used for ultrasonic rail monitoring are considered, and their comparison is performed. It is shown that the use of a wheel-type system, the acoustic path of which contains a liquid medium with an increased propagation time of ultrasonic vibrations, limits the control speed to 60 km/h. It is noted that when passing a wheel-type search system of curved sections of track and rails with lateral wear, a change in the direction of propagation of the ultrasonic beam is observed due to a change in the tilt of the wheel relative to the rolling surface of the rail head, which reduces the reliability of detection of rail defects. The disadvantages of the wheel system also include a complex design, low maintainability, poor protection when operating at low temperatures and mechanical stresses, limitations on the ability to operate at high speeds, complicated alignment and, in general, the complexity of maintenance. The characteristics of the retrieval sliding system developed by the specialists of JSC Firma TVEMA are given that provide detection of rail defects with high reliability, operate at low temperatures, and realize a control speed of up to 140 km/h, including in curved sections of the track. The advantages of the proposed non-contact magnetic centering system of the search system, excluding mechanical contact with the rail and the dependence of the centering accuracy on the state of the working face of the rail head, providing unhindered passage of turnouts, including without reducing the speed of control, are presented.
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Tarabrin, V. F. "COMPARISON OF CHARACTERISTICS OF SEARCHING SYSTEMS OF MOBILE MEANS OF RAILS OF RAIL DEFECTOSCOPY." Kontrol'. Diagnostika, no. 268 (October 2020): 40–48. http://dx.doi.org/10.14489/td.2020.10.pp.040-048.
Full textAbstract:
The characteristics of wheel-type search systems and sliding systems used for ultrasonic rail monitoring are considered, and their comparison is performed. It is shown that the use of a wheel-type system, the acoustic path of which contains a liquid medium with an increased propagation time of ultrasonic vibrations, limits the control speed to 60 km/h. It is noted that when passing a wheel-type search system of curved sections of track and rails with lateral wear, a change in the direction of propagation of the ultrasonic beam is observed due to a change in the tilt of the wheel relative to the rolling surface of the rail head, which reduces the reliability of detection of rail defects. The disadvantages of the wheel system also include a complex design, low maintainability, poor protection when operating at low temperatures and mechanical stresses, limitations on the ability to operate at high speeds, complicated alignment and, in general, the complexity of maintenance. The characteristics of the retrieval sliding system developed by the specialists of JSC Firma TVEMA are given that provide detection of rail defects with high reliability, operate at low temperatures, and realize a control speed of up to 140 km/h, including in curved sections of the track. The advantages of the proposed non-contact magnetic centering system of the search system, excluding mechanical contact with the rail and the dependence of the centering accuracy on the state of the working face of the rail head, providing unhindered passage of turnouts, including without reducing the speed of control, are presented.
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Banerjee, Tathagata, and Sumedha Moharana. "Monitoring thermal defects in rail and rail joints using piezo impedance-based structural health monitoring (PISHM)." Engineering Research Express 4, no. 1 (February 10, 2022): 015014. http://dx.doi.org/10.1088/2631-8695/ac4e9a.
Full textAbstract:
Abstract Rail track derailment has been proven to be the cause of most of the rail accidents in recent years. High-temperature strains in railways caused by rail traction and thermal variation are the main causes of derailment, which lead to buckling. The likelihood of passenger deaths and maintenance costs will be reduced if thermal strains and failure in rails are detected early. This research attempts to provide a preventative strategy for detecting thermal strains and deformation caused by temperature fluctuations at railways. Using the electromechanical impedance (EMI) technique, piezoelectric sensors were used to acquire piezo coupled structural signatures for lab-sized rail samples, i.e. plain rail and rail joints, for gradual temperature escalation and repeat heat cycle. The experimental conductance signatures were obtained for the incremental rise in temperature (30–80 °C) in ambient conditions, and repetitive thermal cycles. To better diagnose structural problems induced only by the effect of heat on the host structure, thermal compensation is proposed. The piezo–coupled signatures for thermal changes in rail and rail junctions (weld and bolt) were found to be particularly effective in detecting incipient structural alterations for both steady and cyclic temperature variations. Statistical damage index was used to quantify the damage for all types of rail-joint bar caused due to temperature variation. Overall, this study has paved an experimental technique that can be used to detect early damage in rail and rail joints due to thermal loading.
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Patlasov, Oleksandr, and Yelyzaveta Fedorenko. "The intensity of rail failure flow." MATEC Web of Conferences 294 (2019): 03020. http://dx.doi.org/10.1051/matecconf/201929403020.
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The article reveals the quantitative changes in the intensity of failure accumulations in areas with gradual introduction of high axial loads. To obtain the actual values, the authors received three-dimensional array of intensity of rail failure flow. According to the results of the research, it was discovered that the main cause of failure of the rails are the defects in the main contact-fatigue origin. The main factor that impacts the intensity of the rail failure flow is the number of transmitted tonnage. The size of the axial load and curvature of the line pours weight on this process. The proposed rail failure model is a model that can be used to optimize the track maintenance system. The authors conducted a study on the identification of quantitative changes in the intensity of accumulation of track failures in areas with high axial loads and evaluated their influence on the planning of repair and road works. On the basis of the obtained results it is possible to estimate the effect of the axial load on the intensity of changes in the state of the flow rail failure flows.
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P A, Spoorthi, Anitha G S, Bhavana S J, and Jayashree A M. "Classification of Rail Track Defects Based on Computer Vision Using DNN." International Journal for Research in Applied Science and Engineering Technology 10, no. 7 (July 31, 2022): 4983–94. http://dx.doi.org/10.22214/ijraset.2022.45968.
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Abstract: Economic status of the country depends on the Trading which needs transportation. Railways is the most preferred road transportation as most of the profit oriented and movement of people in India is done by elevated railway. Hence it is required to monitor the track health condition frequently using an automated crack detection system. The proposed framework focuses on implementation of python to detect track defects based on Computer vision using image processing techniques. The proposed work uses CNN algorithm through yolov5 model. Yolov5 is one of the best model to achieve highest accuracy in object detection. Yolov5 has become industry standard for object detection due to its speed and accuracy. Here feeding of preprocessed image to CNN classifier to obtain the type of track. The proposed work also helps to identify the severity and nonseverity of defects, also suggests the precautions. Automatic communication occur where the message is sentto authorized people of railway department. The Accuracyof the proposed work on the procured images is more than 95%.
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Liu, Xiao-Zhou, Chi Xu, and Yi-Qing Ni. "Wayside Detection of Wheel Minor Defects in High-Speed Trains by a Bayesian Blind Source Separation Method." Sensors 19, no. 18 (September 14, 2019): 3981. http://dx.doi.org/10.3390/s19183981.
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For high-speed trains, out-of-roundness (OOR)/defects on wheel tread with small radius deviation may suffice to give rise to severe damage on both vehicle components and track structure when they run at high speeds. It is thus highly desirable to detect the defects in a timely manner and then conduct wheel re-profiling for the defective wheels. This paper presents a wayside fiber Bragg grating (FBG)-based wheel condition monitoring system which can detect wheel tread defects online during train passage. A defect identification algorithm is developed to identify potential wheel defects with the monitoring data of rail strain response collected by the devised system. In view that minor wheel defects can only generate anomalies with low amplitude compared with the wheel load effect, advanced signal processing methods are needed to extract the defect-sensitive feature from the monitoring data. This paper explores a Bayesian blind source separation (BSS) method to decompose the rail response signal and to obtain the component that contains defect-sensitive features. After that, the potential defects are identified by analyzing anomalies in the time history based on the Chauvenet’s criterion. To verify the proposed defect detection method, a blind test is conducted using a new train equipped with defective wheels. The results show that all the defects are identified and they concur well with offline wheel radius deviation measurement results. Minor defects with a radius deviation of only 0.06 mm are successfully detected.
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Lesiak, Piotr, Tadeusz Szumiata, and Marek Wlazło. "LASER SCATTEROMETRY FOR DETECTION OF SQUAT DEFECTS IN RAILWAY RAILS." Archives of Transport 33, no. 1 (March 31, 2015): 47–56. http://dx.doi.org/10.5604/08669546.1160926.
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The paper concerns a defectoscopy of squats occurring on the surface of the rail head. Disadvantages of traditional methods being used in detection of such defects were also presented. Authors proposed a new method based on simplified laser scatterometry to detect these defects. Physical model of the laser beam scattering by edges of such defects and simulation results were given. An experimental set-up for practical testing of this method was designed and constructed. This system enabled measurements of squat defects occurring in the section of the rail extracted from the track. The analysis of obtained results was performed. Authors also indicated directions of further research and development.
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Yin, Hao, Yu Qian, J. Riley Edwards, and Kaijun Zhu. "Investigation of Relationship between Train Speed and Bolted Rail Joint Fatigue Life using Finite Element Analysis." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (July 1, 2018): 85–95. http://dx.doi.org/10.1177/0361198118784382.
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Reducing the allowable operating speed or imposing temporary speed restrictions are common practices to prevent further damage to rail track when defects are detected related to certain track components. However, the speeds chosen for restricted operation are typically based on past experience without considering the magnitude of the impact load around the rail joints. Due to the discontinuity of geometry and track stiffness at the bolted rail joints, an impact load always exists. Thus, slower speeds may not necessarily reduce the stresses at the critical locations around the rail joint area to a safe level. Previously, the relationship between speed and the impact load around the rail joints has not been thoroughly investigated. Recent research performed at the University of Illinois at Urbana-Champaign (UIUC) has focused on investigating the rail response to load at the joint area. A finite element model (FEM) with the capability of simulating a moving wheel load has been developed to better understand the stress propagation at the joint area under different loading scenarios and track structures. This study investigated the relationship between train speed and impact load and corresponding stress propagation around the rail joints to better understand the effectiveness of speed restrictions for bolted joint track. Preliminary results from this study indicate that the contact force at the wheel–rail interface would not change monotonically with the changing train speed. In other words, when train speed is reduced, the maximum contact force at the wheel–rail interface may not necessarily reduce commensurately.
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Kuzmin, Egor V., Oleg E. Gorbunov, Petr O. Plotnikov, Vadim A. Tyukin, and Vladimir A. Bashkin. "Application of Neural Networks for Recognizing Rail Structural Elements in Magnetic and Eddy Current Defectograms." Modeling and Analysis of Information Systems 25, no. 6 (December 19, 2018): 667–79. http://dx.doi.org/10.18255/1818-1015-2018-6-667-679.
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To ensure traffic safety of railway transport, non-destructive test of rails is regularly carried out by using various approaches and methods, including magnetic and eddy current flaw detection methods. An automatic analysis of large data sets (defectgrams) that come from the corresponding equipment is an actual problem. The analysis means a process of determining the presence of defective sections along with identifying structural elements of railway tracks on defectograms. This article is devoted to the problem of recognition of rail structural element images in magnetic and eddy current defectograms. Three classes of rail track structural elements are considered: 1) a bolted joint with straight or beveled connection of rails, 2) a butt weld of rails, and 3) an aluminothermic weld of rails. Images that cannot be assigned to these three classes are conditionally considered as defects and are placed in a separate fourth class. For image recognition of structural elements in defectograms a neural network is applied. The neural network is implemented by using the open library TensorFlow. To this purpose each selected (picked out) area of a defectogram is converted into a graphic image in a grayscale with size of 20 x 39 pixels.
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Shtompel, Anatoliy, Liudmyla Trykoz, Dmytro Borodin, Andrii Ismagilov, and Yaroslav Chmuzh. "Probabilistic evaluation of the railway track infrastructure components failure risk." MATEC Web of Conferences 230 (2018): 01017. http://dx.doi.org/10.1051/matecconf/201823001017.
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The permanent way components are of key importance for safe operation of a rail way. The country regulations, in particular in Ukraine, specify the operational life limits for the permanent way but they do not define any tool or method to predict deterioration of the permanent way condition over time. The study is aimed to develop a method for assessing failure risk of the permanent way components in operation. There was a method offered to evaluate risk of failure of the permanent way components of the welded tracks, which considers accumulated freight load on a rail section. Each element of the permanent way, such as rails, fasteners, sleepers, ballast layer, accumulates defects and deformations. The accumulation rate is different for the above components and depends on freight traffic. There was probability of failure-free operation calculated for each component for the first time and an integral fatigue index of the construction has been offered which considers freight traffic accumulated load. There was a mathematical failure forecast model developed which allows planning of track maintenance. The model allows to take into account operating conditions of a railway section. The results of simulation are presented in various diagrams.
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Liu, Xiang, Tejashree Turla, and Zhipeng Zhang. "Accident-Cause-Specific Risk Analysis of Rail Transport of Hazardous Materials." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (September 3, 2018): 176–87. http://dx.doi.org/10.1177/0361198118794532.
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Rail plays a key role in the transportation of hazardous materials (hazmat). Improving railroad hazmat transportation safety is a high priority for both industry and government. Many severe railroad hazmat release incidents occur because of train accidents. The Federal Railroad Administration identifies over 300 accident causes, including infrastructure defects, rolling stock failures, human factors, and other causes. Understanding how hazmat transportation risk varies with accident cause is a key step in identifying, developing, evaluating, and prioritizing cost-justified accident prevention strategies, thereby mitigating hazmat transportation risk. The objective of this paper is to develop an integrated, generalized risk analysis methodology that can estimate accident-cause-specific hazmat transportation risk, accounting for various train and track characteristics, such as train length, speed, point of derailment, the number and placement of tank cars in a train, tank car safety design, and population density along rail lines. Using the two major causes of accidents on freight railroads—broken rails and track geometry defects—as an example, this paper demonstrates a step-by-step analytical procedure and decision support tool to assess how accident frequency, severity, and hazmat transportation risk vary by accident cause. The research method can be adapted for risk analysis at corridor- or network-level accounting for other accident causes.
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Rizzo, Piervincenzo, Marcello Cammarata, Ivan Bartoli, Francesco Lanza di Scalea, Salvatore Salamone, Stefano Coccia, and Robert Phillips. "Ultrasonic Guided Waves-Based Monitoring of Rail Head: Laboratory and Field Tests." Advances in Civil Engineering 2010 (2010): 1–13. http://dx.doi.org/10.1155/2010/291293.
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Recent train accidents have reaffirmed the need for developing a rail defect detection system more effective than that currently used. One of the most promising techniques in rail inspection is the use of ultrasonic guided waves and noncontact probes. A rail inspection prototype based on these concepts and devoted to the automatic damage detection of defects in rail head is the focus of this paper. The prototype includes an algorithm based on wavelet transform and outlier analysis. The discrete wavelet transform is utilized to denoise ultrasonic signals and to generate a set of relevant damage sensitive data. These data are combined into a damage index vector fed to an unsupervised learning algorithm based on outlier analysis that determines the anomalous conditions of the rail. The first part of the paper shows the prototype in action on a railroad track mock-up built at the University of California, San Diego. The mock-up contained surface and internal defects. The results from three experiments are presented. The importance of feature selection to maximize the sensitivity of the inspection system is demonstrated here. The second part of the paper shows the results of field testing conducted in south east Pennsylvania under the auspices of the U.S. Federal Railroad Administration.
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Shapovalov, Illia Kostiantynovych, Dmytro Volodymyrovych Pareniuk, Kateryna Serhiivna Drozdenko, and Volodymyr P. Mishchenko. "Analysis of Application the Device with Non-standart Scanner Installation for Rail Condition Monitoring." Microsystems, Electronics and Acoustics 27, no. 2 (August 19, 2022): 263459–1. http://dx.doi.org/10.20535/2523-4455.mea.263459.
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In this work, the possibility of application the device with a non-standard (side) piezoelectric sensor installation for rail condition monitoring is considered. The aim of this device application is reducing the risks of using single-strand flaw detectors on railway tracks with fixation system on the rail in the form of two rebords. Also, the application of this device allows you to obtain a new qualification criterion for the integrity of the rail, which is located in the railroad groundwork. This criterion is the presence of a signal from the opposite face of the rail head, which, in addition to the possible detection of a 30В.1-2 defect (DG) or 113 also allows you to record developed defects of the rail neck, passing into its head and implemented by sounding the rail head of the linear section of the track in the transverse direction (from the working to the non-working face). The study of round ultrasonic transducers of different frequencies was carried out. It has shown impossibility of using 10 MHz transducers. The results of statistical estimation of rail thickness and corresponding amplification levels are presented. The presence of statistically significant differences in the monitoring of different frequencies sensors and different sensors of the same frequency (which is relevant only for 5 MHz) was found. The difference between the maximum and minimum average in the test group of measured values of rail thickness was 0.06 mm, and between amplification levels — 17 dB.
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Song, Ying, Zhichen Wang, and Yanliang Du. "Study on Train Wheel Out-of-Roundness Monitoring Method by PVDF Sensing Technology." Open Mechanical Engineering Journal 8, no. 1 (March 21, 2014): 77–80. http://dx.doi.org/10.2174/1874155x01408010077.
Full textAbstract:
Wheel out-of-roundness (OOR) inevitably jeopardizes the safety of railway operations. Regular visual inspection and checking by experienced workers are the commonly adopted practices to identify wheel defects. However, the defects may not be spotted timely. The paper puts forward a new method of real-time monitor wheel OOR based on PVDF strain sensor. In this method, the track strain response upon wheel-rail interaction is measured and processed to generate a condition index which directly reflects the wheel condition. Firstly, theoretical model of relationship between PVDF sensor output and wheel/rail loads was set up, and the principle for measuring vertical wheel/rail contact forces was proposed. Secondly, the effects of horizontal wheel/rail force and train speed on the output results have been discussed. Finally, this approach was verified by finite element analysis, and the preliminary results showed that this electromagnetic-immune system provides an effective alternative for wheel defects’ detection.
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Kasl, Josef. "Analysis of Cracked Rail of the Crane of Type A120." Key Engineering Materials 923 (June 28, 2022): 139–46. http://dx.doi.org/10.4028/p-684c15.
Full textAbstract:
The aim of the work was to find out the causes of cracking of the A120 crane track rail. Although the track was regularly inspected by defectoscopic techniques, after five years of operation, the rail was broken at the weldment. The elemental composition of the welded joint materials was verified and the mechanical properties were determined. A fractographic description of the fracture surface was performed and the structure of the material was evaluated. Several factors contributed to the formation of crack, the combination of which led to a rail failure. Defects of the welded joint, acting as notches, from which they initiated fatigue cracks, unfavourable microstructure of the weld metal, low toughness of the base material and operating environment and conditions were dominant.
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Bai, Tangbo, Jialin Gao, Jianwei Yang, and Dechen Yao. "A Study on Railway Surface Defects Detection Based on Machine Vision." Entropy 23, no. 11 (October 30, 2021): 1437. http://dx.doi.org/10.3390/e23111437.
Full textAbstract:
The detection of rail surface defects is an important tool to ensure the safe operation of rail transit. Due to the complex diversity of track surface defect features and the small size of the defect area, it is difficult to obtain satisfying detection results by traditional machine vision methods. The existing deep learning-based methods have the problems of large model sizes, excessive parameters, low accuracy and slow speed. Therefore, this paper proposes a new method based on an improved YOLOv4 (You Only Look Once, YOLO) for railway surface defect detection. In this method, MobileNetv3 is used as the backbone network of YOLOv4 to extract image features, and at the same time, deep separable convolution is applied on the PANet layer in YOLOv4, which realizes the lightweight network and real-time detection of the railway surface. The test results show that, compared with YOLOv4, the study can reduce the amount of the parameters by 78.04%, speed up the detection by 10.36 frames per second and decrease the model volume by 78%. Compared with other methods, the proposed method can achieve a higher detection accuracy, making it suitable for the fast and accurate detection of railway surface defects.
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Tuschl, Christoph, Beate Oswald-Tranta, and Sven Eck. "Inductive Thermography as Non-Destructive Testing for Railway Rails." Applied Sciences 11, no. 3 (January 22, 2021): 1003. http://dx.doi.org/10.3390/app11031003.
Full textAbstract:
Inductive thermography is a non-destructive testing method, whereby the specimen is slightly heated with a short heating pulse (0.1–1 s) and the temperature change on the surface is recorded with an infrared (IR) camera. Eddy current is induced by means of high frequency (HF) magnetic field in the surface ‘skin’ of the specimen. Since surface cracks disturb the eddy current distribution and the heat diffusion, they become visible in the IR images. Head checks and squats are specific types of damage in railway rails related to rolling contact fatigue (RCF). Inductive thermography can be excellently used to detect head checks and squats on rails, and the method is also applicable for characterizing individual cracks as well as crack networks. Several rail pieces with head checks, with artificial electrical discharge-machining (EDM)-cuts and with a squat defect were inspected using inductive thermography. Aiming towards rail inspection of the track, 1 m long rail pieces were inspected in two different ways: first via a ‘stop-and-go’ technique, through which their subsequent images are merged together into a panorama image, and secondly via scanning during a continuous movement of the rail. The advantages and disadvantages of both methods are compared and analyzed. Special image processing tools were developed to automatically fully characterize the rail defects (average crack angle, distance between cracks and average crack length) in the recorded IR images. Additionally, finite element simulations were used to investigate the effect of the measurement setup and of the crack parameters, in order to optimize the experiments.