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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Details:

  • Creators:
  • Corporate Creators:
    John A. Volpe National Transportation Systems Center (U.S.)
  • Subject/TRT Terms:
  • Publication/ Report Number:
    JCR2016-5734
  • Resource Type:
    Research Paper
  • Geographical Coverage:
    United States
  • Corporate Publisher:
    American Society of Mechanical Engineers
  • 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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