A method of evaluating railway ties for deterioration is mounted on a moving vehicle along the rails where the presence of the tie is detected and an impact energy source is used to create at least one wave in a surface of the tie which travels longitudinally along the tie. At positions spaced longitudinally from the source, the time of arrival of the wave is detected typically by a series of sensors responsive to air pressure changes to determine a speed of propagation of the wave in the tie and, in the event that the speed in said tie is below a predetermined speed, an output indication is provided regarding the deterioration of the tie, which can include a real time marking of the tie detected.

An ultrasonic non-destructive testing method and device for rail applications uses a plurality of phased array transducers to inspect aluminothermit weld defects located in a head portion, a web portion, an ankle portion, and a toe portion of a weld of a rail section. The method includes: scanning the head portion of the weld including: a first phased array transducer positioned above the weld and a second phased array transducer positioned a distance from the first phased array transducer to provide inclined access to the weld; and scanning the toe portion of the weld including: positioning pairs of third, fourth, and fifth phased array transducers on a surface of the toe portion, such that the pairs of third, fourth and fifth phased array transducers are disposed symmetrically with one of the pair on each side of the toe portion.

The invention pertains to a method for respectively determining the neutral temperature or the stressfree state in a rail section (1), wherein an ultrasonic signal is coupled into a representative volume of the rail profile perpendicular to its longitudinal direction, wherein the volume is subjected to stresses in the longitudinal direction of the rail section (1), wherein the stresses are measured, wherein an ultrasonic signal influenced by these stresses is decoupled, wherein a function describing the functional dependence of the decoupled ultrasonic signal on the introduced stress is determined, and wherein the stressfree state is determined based on the course of this function.

Described herein are a low-cost, non-destructive, and contact-free intelligent inspection system that is field-deployable on a geometry car, high-rail vehicle, or other types of track inspection platforms to identify broken railway/railroad spikes in real-time.

An ultrasonic test device and test method for service stress of a moving mechanical component, where the device comprises an ultrasonic probe, a coupling fluid, a pressure-maintaining cover and universal wheels. The cover is vertically arranged above an inspected position of an inspected component, an interior of the pressure-maintaining cover is filled with coupling fluid, a bottom of the cover is provided with a structure permeable to the coupling fluid to form a coupling fluid film between the inspected position and the bottom of the cover, and a top of the cover is equipped with the ultrasonic probe. A detection part at a lower part of the ultrasonic probe extends into the coupling fluid of the cover and is vertical to the bottom of the cover without contact. The distance between the ultrasonic probe and the inspected component is kept unchanged through the universal wheels.

A rolling search unit for ultrasonic inspection of railroad rails employs a wheel assembly including a fluid-filled tire that rolls along a rail with ultrasonic transducers that propagate ultrasonic beams through the fluid and tire into an underlying rail during an inspection operation. The beams reflected from defects in the rail return to the transducers and are detected and analyzed for subsequent care. The wheel assembly also includes an anti-rotation baffle to reduce rotation of the fluid with the tire and a pressure regulator for controlling the pressure of the fluid within the tire at various speeds.

The present disclosure relates to the technical field of rail turnouts, and to a method for determining propagation characteristics of guided waves of a variable cross-section rail of a turnout. The method includes the following steps: step 1: establishing dispersion curves: separately calculating dispersion curves of sections of a variable cross-section rail, and fitting dispersion curves of different sections in a similar wave mode according to a longitudinal position to generate a “wavenumber-frequency-position” three-dimensional dispersion surface; step 2: analyzing dispersion characteristics: based on the “wavenumber-frequency-position” three-dimensional dispersion surface, using a semi-analytical finite element method to calculate a wavenumber-frequency dispersion curve and a guided wave structure of the characteristic section; and step 3: performing finite element simulation verification: establishing a switch rail model for simulation, then using two-dimensional fast Fourier transform (2D-FFT) to identify a frequency wavenumber dispersion curve of collected data.

In a method for detecting rail fracture, vibration data generated according to train operation is inputted, and the vibration data is collected using a distributed acoustic sensing (DAS) system. The inputted vibration data is imaged into the relationship between time and frequency. The imaged image is learned. Rail fracture of train is decided from the imaged vibration data, based on the learning.

A method and system for inspecting a rail by guided waves, the rail being instrumented by sensors. The method comprises the steps of receiving elastic wave measurements from one or more sensors, as a train passes, releasing energy as guided waves into the rail; and of determining a function representative of the impulse response of the rail and the sensors. Developments describe how to determine the existence, position and characterisation of a defect in the rail (e.g. fracture, incipient fracture, etc.), the use of inter-correlation analyses, correlation of the coda of correlations, Passive Inverse Filter, imaging techniques. Other aspects are described for exploring rail defects: sensor position and movement, acquisition time, sampling frequency, frequency filters, amplifications, techniques for learning during successive train passes, signal injection by transducers. Software aspects are described.

An aspect includes a vehicle that includes rail inspection sensors configured for capturing transducer data describing the rail, and a processor configured for receiving and processing the transducer data in near-real time to determine whether the captured transducer data identifies a suspected rail flaw. The processing includes inputting the captured transducer data to a machine learning system that has been trained to identify patterns in transducer data that indicate rail flaws. The processing also includes receiving an output from the machine learning system, the output indicating whether the captured transducer data identifies a suspected rail flaw. An alert is transmitted to an operator of the vehicle based at least in part on the output indicating that the captured transducer data identifies a suspected rail flaw. The alert includes a location of the suspected rail flaw and instructs the operator to stop the vehicle and to perform a repair action.