Eine Plattform für die Wissenschaft: Bauingenieurwesen, Architektur und Urbanistik
Eine Plattform für die Wissenschaft: Bauingenieurwesen, Architektur und Urbanistik
Short wavelength rail corrugation: field trials and measuring technology
Two field trials were set up during the period 1974 - 1984 to help understand the mechanism of formation of short pitch rail corrugation on British railways. These required the development of novel measuring equipment: a trolley profilometer and a straight edge device with microcomputer-based recording equipment. Regular monitoring was undertaken of test sections of main-line track. It was found that this type of corrugation arises from a mechanism of differential wear, in which corrugation troughs wear barely 10 % more than the peaks. Grinding significantly reduces the roughness on new rail, so that even after 3 months of traffic the spectrum of roughness on new unground rail is greater than that on ground rail by a factor of 10. There is a corresponding delay in the formation of corrugation. Transverse marks arising from the grinding operation and with a pitch of 25 mm to 30 mm were worn away under traffic. Wheelslip of up to 15 % was measured on a locomotive in service, which is sufficient to give the temperatures required for transformation of a thin layer of the rail surface to martensite. No explanation was found for the corrugation's periodicity. (
Short wavelength rail corrugation: field trials and measuring technology
Two field trials were set up during the period 1974 - 1984 to help understand the mechanism of formation of short pitch rail corrugation on British railways. These required the development of novel measuring equipment: a trolley profilometer and a straight edge device with microcomputer-based recording equipment. Regular monitoring was undertaken of test sections of main-line track. It was found that this type of corrugation arises from a mechanism of differential wear, in which corrugation troughs wear barely 10 % more than the peaks. Grinding significantly reduces the roughness on new rail, so that even after 3 months of traffic the spectrum of roughness on new unground rail is greater than that on ground rail by a factor of 10. There is a corresponding delay in the formation of corrugation. Transverse marks arising from the grinding operation and with a pitch of 25 mm to 30 mm were worn away under traffic. Wheelslip of up to 15 % was measured on a locomotive in service, which is sufficient to give the temperatures required for transformation of a thin layer of the rail surface to martensite. No explanation was found for the corrugation's periodicity. (
Short wavelength rail corrugation: field trials and measuring technology
Kurzwellige Riffelbildung in Schienen: Feldversuche und Meßtechnologie
Grassie, S.L. (Autor:in)
1996
12 Seiten, 8 Bilder, 22 Quellen
Aufsatz (Konferenz)
Englisch
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