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Civil-Comp Proceedings
ISSN 1759-3433
CCP: 110
PROCEEDINGS OF THE THIRD INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE
Edited by: J. Pombo
Paper 275

Detection of Acceleration Sensitive Areas of Rail using a Dynamic Analysis

X.P. Cai1,2 and E. Kassa1

1Department of Civil and Transport Engineering, Norwegian University of Science and Technology, Trondheim, Norway
2School of Civil Engineering, Beijing Jiaotong University, China

Full Bibliographic Reference for this paper
X.P. Cai, E. Kassa, "Detection of Acceleration Sensitive Areas of Rail using a Dynamic Analysis", in J. Pombo, (Editor), "Proceedings of the Third International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Stirlingshire, UK, Paper 275, 2016. doi:10.4203/ccp.110.275
Keywords: train-track interaction, train dynamics, finite element modelling, rail acceleration.

Summary
This paper focuses on the modelling of a vehicle-track-substructure dynamic system using the finite element (FE) tool ABAQUS and an MBS code GENSYS. The contact force and contact patch from the MBS simulation are used as input file in the FE simulation. The refined simulation of the track dynamics is realised using the FE model of a track representation. Based on the FE model, vibration analysis of the rail has been studied. Considering different kinds of track structure, track irregularity conditions and train speeds, the range of the rail acceleration was identified and is discussed in this paper. Rail acceleration decayed from rail head to rail foot, and the maximum value appeared in the rail head. The acceleration of the rail head is most sensitive to the variant of load, speed, track structure and position of test section. For a ballasted track with operation speed increasing from 100 km/h to 160km/h, the accelerations of the rail head increase from 737 m/s2 to 1000 m/s2. For a slab track with a travel speed increasing from 200 km/h to 350 km/h, the rail head acceleration increases from 1476 m/s2 to 2980 m/s2. The outcome of the study, presented in this paper, provides guidance for sensor locations for continuous monitoring of railway track conditions in the field.

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