Dynamic Wheel-Rail Forces on Mismatched Joints with Ramps
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Dynamic Wheel-Rail Forces on Mismatched Joints with Ramps

Filetype[PDF-3.35 MB]


  • English

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    • NTL Classification:
      AGR-SAFETY AND SECURITY-SAFETY AND SECURITY;AGR-INFRASTRUCTURE-Railroads;NTL-RAIL TRANSPORTATION-RAIL TRANSPORTATION;NTL-RAIL TRANSPORTATION-Rail Safety;
    • Abstract:
      The discontinuity between rail ends at a joint creates

      dynamic wheel-rail forces (i.e. high impact forces and wheel

      unloading) that can result in a range of problems including

      wear, deterioration, and early failure of the track structure, its

      components, and passing equipment. The response and

      magnitude of the dynamic wheel-rail forces generated at joints

      depend upon the form of the discontinuity (e.g. battered rail

      ends, ramps, gaps, mismatches, etc.) and the support condition.

      Joints with battered rail ends, which result from degradation

      due to repeated impact loading, have been extensively analyzed

      using closed form expressions developed by Jenkins [1] to

      estimate P1 and P2 impact forces. While appropriate for

      analyzing joints with battered rail ends, P1 and P2 forces are

      not directly applicable to other forms of discontinuity at joints

      such as mismatches in which the rail ends are offset vertically

      when installed.

      Under certain circumstances, railroads are introducing

      ramps (by grinding or welding) to reduce the mismatch

      discontinuity and produce a smoother transition in order to

      mitigate these dynamic wheel-rail forces. In this paper,

      analyses are conducted to estimate dynamic wheel-rail forces at

      joints having ramps and mismatches of various sizes using

      simplified models along with detailed NUCARS models for

      comparative purposes. The Federal Railroad Administration

      (FRA) Track Safety Standards (49 CFR Part213) [2] limit the

      maximum mismatch at joints by Track Class in order to

      minimize the impact forces which deteriorate the track

      structure, its components, and equipment, and may ultimately

      lead to derailment. Parametric studies are conducted to

      examine the effects of ramp length, direction of travel,

      mismatch height, and equipment speed (track class). Plots of

      primary shock-response-spectrum (maximum impact force on

      the ramp), residual shock-response-spectrum (maximum impact

      force after the ramp), and minimum wheel force (i.e. wheel

      unloading) are developed to provide guidelines on ramp length

      (H-rule) in order to control the maximum force by track class.

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