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The fracture phenomenon of fastener clips occurs frequently in the sections with serious rail corrugation of high-speed railway, which brings huge potential safety hazards to track service and driving safety. In order to prevent the vibration fatigue fracture of fastener clips in high-speed railway, a dynamic vibration absorber (DVA) for clips is proposed in this paper to suppress the primary sensitive frequency of the corresponding resonant of clips. Firstly, based on the optimal design theory of DVA, a parameters design method of ring-shaped DVA suitable for clips is proposed. Secondly, the vibration characteristics of the high-speed railway fastener system are investigated, and the main reason for the fastener clips fracture is analyzed by simulation analysis combined with filed test. Then, focusing on the primary resonant frequency of clips, the vibration reduction effect of the ring-shaped DVA is analyzed. The results show that the ring-shaped DVA can change the natural frequency of the clip system, reduce the vibration response in the range of the original resonant frequency, and avoid the resonance phenomenon. Finally, the influences of mass ratio, frequency ratio, and damping ratio on the vibration reduction effect are analyzed, and the effectiveness of the parameters design method of ring-shaped DVA proposed in this paper is further proved. The research results can provide methodological support for the anti-breakage design of high-speed railway fastener clips. [ABSTRACT FROM AUTHOR]

The paper presents comparative laboratory investigations of tension fastener models that attach rails to concrete sleepers. The aim of the paper was to assess the influence of geometric nonconformity of the actual industrial product that meets the PKP Polskie Linie Kolejowe S.A. requirements on the operation of a tension-fastening clamp under stress. Due to the cost and limited possibility of research of the actual industrial product, an additional objective of the research was to validate the usefulness of it in the comparative assessment of the models. In the research, the authors used models of tension fastening clamps manufactured in incremental engineering technology (3D print) on scale 1:2. The properties of the fastening clamps (in their nominal shape) were compared (described in the PKP Polskie Linie Kolejowe S.A. documentation) with the fastening clamps of the actual shape. In the investigation, the authors have confirmed the negative influence of the non-conformance of the shape of the actual fastening clamps with the nominal ones. [ABSTRACT FROM AUTHOR]

With the increase of the running time of the subway system, long-term use will lead to the reduction of damping, the change of the operating state of the wheels and the track, and the effect of vibration damping measures will gradually weaken. In order to maintain a low level of environmental vibration in vibration sensitive areas, the reconstruction of some existing lines with high level vibration is imminent. In order to solve this problem, this paper focuses on the reconstruction of the existing line of longitudinal sleeper track, which is commonly used in the middle and high level vibration reduction measure in the subway. Because of the high cost of reconstruction of the slab and its lower part, this paper tries to realize the reconstruction of the existing longitudinal sleeper track by changing the fastener system. In this paper, the environmental vibration prediction model of longitudinal sleeper track is established by using the theory of infinite long period structure and the 2.5-dimensional finite element and boundary element (2.5D FE-BE) environmental vibration prediction model. The validity of the numerical model is determined by comparing the field experiment with the numerical simulation. On the basis of the above, the stiffness matching of longitudinal sleeper and fastener is explored by using the verified numerical model. The reasons for the poor vibration reduction effect of the existing longitudinal sleeper matching floating rail fastener (low stiffness) are analyzed. And the matching strategy of the supporting stiffness for vibration reduction of longitudinal sleeper and fastener are summarized. [ABSTRACT FROM AUTHOR]

A rod fastened rotor (RFR), which contains serial disks, rods (or a rod), and a torque tube, is the main form of heavy duty gas turbines and light duty aero engines. The roughness of the interface is the main parameter affecting the bending stiffness of RFR, and the jumpiness of the disks is the intuitive representation of the unbalance of the rotor. In this paper, a multi-optimization algorithm, NSGA-Ⅱ, was used to improve the vibration behavior of the RFR-bearing system. First, the quantitative relation between the bending stiffness of the rotor and the roughness of the interface was set up by combining the Persson contact theory and the Greenwood–Williamson model, and the nondimensional bending stiffness (NS) was proposed as the optimization objective of roughness. Then, the optimization objective of the jumpiness of the disk, (A + B), was rendered based on the minimum unbalance force. Finally, the multi-optimization on the roughness and jumpiness of the RFR was carried out, and the vibration behavior was improved greatly. In addition, this multi-optimization method was applied to a practical RFR, and the experimental results showed that the vibration amplitude was reduced by about 82%. The work in this paper can provide the guidance for vibration reduction of the rotor system. [ABSTRACT FROM AUTHOR]

Unmanned Aerial Vehicle (UAV) inspection has gradually replaced manual inspection of transmission tower, which produces many images. While it is laborious and time-consuming to manually analyze these images, there are also challenges in automatically detecting small-size defective components such as bolts in transmission tower images, due to problems including complex background, small size, and many similar objects of bolts. In this paper, by virtue of multi-scale features and context information, we propose a deep neural network named Camp-Net (Context Information and Multi-Scale Pyramid Network) to identify bolts defect in transmission tower images. First, multi-scale feature fusion combines deep features and shallow features in convolutional networks to detect small-size bolts. Second, context information fusion puts the information around bolts into the detection network to remove the disturbance of complex background and similar objects. An image dataset containing defective bolts and normal bolts is constructed for model training and testing. Experimental results show that bolts with loose pins and bolts without pins among fittings in transmission tower can be accurately identified with the proposed model. The Average Precision (AP) of defective bolts detection of this model can be 11.4% higher than that of the commonly used high performance model, Faster R-CNN. [ABSTRACT FROM AUTHOR]

The vibration and transmission characteristics of track components during vehicle operation is a complex issue. To address this issue, this paper proposes a flexible wheelset-damped track-tunnel-soil model that considers the interaction between the flexible wheelset and the rail. Using field measurements and the developed model, this study investigates the vibration characteristics of track components and explores the influence of fastener stiffness and damping pad stiffness on track vibration and vibration transfer characteristics between components from an energy perspective, using track spectrum power flow as the evaluation index. The results demonstrate that the model considering wheel-rail coupling can more comprehensively reflect the vibration characteristics of the track during train operation. Compared to fasteners with lower stiffness, damping pads with lower stiffness can reduce track vibration in a wider frequency range. Lower fastener stiffness reduces the transmission of vibration in 50∼2000 Hz, while lower damping pad stiffness reduces the transmission of vibrations in 1∼2000 Hz. [ABSTRACT FROM AUTHOR]

Although bolted joints may appear simple and are easy to manipulate, they are challenging to model and analyze due to their complex structural patterns and statically indeterminate nature. Ensuring the structural integrity of these joints requires maintaining proper bolt preload and clamping force, which is crucial for preventing failures such as overload, excessive bearing stress, fatigue, and stripping caused by seizing or galling. Achieving the necessary clamping force involves carefully controlling the input tightening torque, which is divided into the pitch torque and the friction torques at the bolt or nut bearing surfaces and in the engaged threads. The resulting clamping force is critical for generating the required force within the bolt. However, the achieved bolt force depends on several factors, such as friction at the joint's contact surfaces, grip length, and the relative rotation between the bolt and nut during tightening. Friction at the contact surfaces, particularly beneath the bolt head or nut and between the threads, consumes a significant portion of the applied tightening torque—approximately 90%. This paper explores the three existing bolt internal pitch, bearing, and thread friction torques that are generated by the external applied torque in a bolted joint, as well as their contributions and variations throughout a loading cycle composed of three phases: tightening, settling, and untightening. An analytical model is developed to determine these torque components, and its results are compared with those obtained from finite element (FE) modeling and experimental testing from previous studies. Finally, this study examines the torque–tension relationship during bolt tightening, offering insights into the required accuracy of bolt and clamped member stiffness. The bolt samples used in this study include M12 × 1.75 and M36 × 4 hex bolts. [ABSTRACT FROM AUTHOR]

Short pitch corrugation has been a problem for railways worldwide over one century. In this paper, a parametric investigation of fastenings is conducted to understand the corrugation formation mechanism and gain insights into corrugation mitigation. A three-dimensional finite element vehicle–track dynamic interaction model is employed, which considers the coupling between the structural dynamics and the contact mechanics, while the damage mechanism is assumed to be differential wear. Various fastening models with different configurations, boundary conditions, and parameters of stiffness and damping are built up and analysed. These models may represent different service stages of fastenings in the field. Besides, the effect of train speeds on corrugation features is studied. The results indicate: (1) Fastening parameters and modelling play an important role in corrugation formation. (2) The fastening longitudinal constraint to the rail is the major factor that determines the corrugation formation. The fastening vertical and lateral constraints influence corrugation features in terms of spatial distribution and wavelength components. (3) The strengthening of fastening constraints in the longitudinal dimension helps to mitigate corrugation. Meanwhile, the inner fastening constraint in the lateral direction is necessary for corrugation alleviation. (4) The increase in fastening longitudinal stiffness and damping can reduce the vibration amplitudes of longitudinal compression modes and thus reduce the track corrugation propensity. The simulation in this work can well explain the field corrugation in terms of the occurrence possibility and major wavelength components. It can also explain the field data with respect to the small variation between the corrugation wavelength and train speed, which is caused by frequency selection and jump between rail longitudinal compression modes. [ABSTRACT FROM AUTHOR]

Many compartments are prone to pose safety hazards such as loose fasteners or object intrusion due to their confined space, making manual inspection challenging. To address the challenges of complex inspection environments, diverse target categories, and variable scales in confined compartments, this paper proposes a novel GMS-YOLO network, based on the improved YOLOv8 framework. In addition to the lightweight design, this network accurately detects targets by leveraging more precise high-level and low-level feature representations obtained from GhostHGNetv2, which enhances feature-extraction capabilities. To handle the issue of complex environments, the backbone employs GhostHGNetv2 to capture more accurate high-level and low-level feature representations, facilitating better distinction between background and targets. In addition, this network significantly reduces both network parameter size and computational complexity. To address the issue of varying target scales, the first layer of the feature fusion module introduces Multi-Scale Convolutional Attention (MSCA) to capture multi-scale contextual information and guide the feature fusion process. A new lightweight detection head, Shared Convolutional Detection Head (SCDH), is designed to enable the model to achieve higher accuracy while being lighter. To evaluate the performance of this algorithm, a dataset for object detection in this scenario was constructed. The experiment results indicate that compared to the original model, the parameter number of the improved model decreased by 37.8%, the GFLOPs decreased by 27.7%, and the average accuracy increased from 82.7% to 85.0%. This validates the accuracy and applicability of the proposed GMS-YOLO network. [ABSTRACT FROM AUTHOR]