Finite Element Analysis and Full-Scale Testing of Locomotive Crashworthy Components

Llana, Patricia; Stringfellow, Richard; Mayville, Ronald A.

doi:10.1115/jrc2013-2546

Cited by 12 publications

(11 citation statements)

References 3 publications

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“…The load is to be applied over a wide area, to help assure stable load transfer between the tender and locomotive. Such an anticlimber may be designed to meet the same space constraints as a conventional locomotive anti-climber [19]. Anti-climber space public release; distribution is unlimited.…”

Section: Deformable Anti-climbermentioning

confidence: 99%

Liquefied Natural Gas Tender Crashworthiness in Train-to-Train Collisions

Tyrell

2016

2016 Joint Rail Conference

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Research to facilitate industry efforts to safely use natural gas as a locomotive fuel is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. This research is being conducted cooperatively with the Association of American Railroads (AAR). The research results are being shared with the AAR’s Natural Gas Fuel Tender Technical Advisory Group (NGFT TAG), which includes AAR, Member Railroads, and FRA, with support from ARA and Volpe Center. The NGFT TAG is developing industry requirements, including crashworthiness requirements, for revenue-service natural gas fuel tenders. Five accident scenarios have been drafted by the NGFT TAG: a train-to-train collision, a grade-crossing collision, rollover, shell impact, and head impact. Each scenario includes a description of the equipment, the impact conditions, and the prescribed outcome. Conceptually, these tender scenarios parallel the scenarios described in 49 CFR Part 229 Appendix E for locomotive crashworthiness. The focus of the NGFT TAG discussions has expanded to include alternative static requirements. Conceptually, the tender static requirements parallel the requirements for locomotive crashworthiness in AAR S-580. Requirements in S-580 for locomotive structure include static load capacities, material properties, and material thicknesses. For conventionally-designed locomotives, meeting the static requirements of S-580 is accepted as meeting the dynamic requirements of Appendix E. The tender static requirements under development are intended to provide the same level of crashworthiness as the previously proposed dynamic requirements. The primary advantage of static crashworthiness requirements is that compliance can be shown with classical closed-form engineering analyses. A disadvantage is that design features are presumed, such as the inclusion and location of collision posts in a conventional locomotive design. Design features are not presumed in dynamic crashworthiness requirements; however, compliance must be shown with a design-specific validated computer simulation model. So while dynamic requirements allow for a wide range of design approaches, showing compliance often requires extensive effort. This paper focuses on technical information to help support development of alternative static requirements for the train-to-train collision scenario. The goal of the static requirements is to provide the same level of crashworthiness as the dynamic requirements under discussion by the NGFT TAG. Tender features capable of providing the desired level of performance are proposed. These features have been selected such that a tender with these features would be crashworthy-compatible with a wide range of new and existing locomotive structural designs.

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Section: Deformable Anti-climbermentioning

confidence: 99%

Liquefied Natural Gas Tender Crashworthiness in Train-to-Train Collisions

Tyrell

2016

2016 Joint Rail Conference

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“…The entire CEM system is designed to have the impacting vehicle ends engage while absorbing the energy of the collision. The design development and requirements of the CEM components are detailed in previous papers [5], [6], [7]. The conventional F40 locomotive was retrofit with the CEM system (DAC and PBC) onto its front end.…”

Section: Cem Locomotivementioning

confidence: 99%

Locomotive Crash Energy Management Coupling Tests

Llana

Jacobsen

2018

2018 Joint Rail Conference

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Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration's (FRA's) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a pushback coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. These components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment.Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. Push-back couplers are designed with trigger loads meant to exceed the expected maximum service loads experienced by conventional couplers. Analytical models are typically used to determine these required trigger loads. Two sets of coupling tests are planned to demonstrate this, one with a conventional locomotive equipped with conventional draft gear and coupler, and another with a conventional locomotive retrofit with a pushback coupler. These tests will allow a performance comparison of a conventional locomotive with a CEM-equipped locomotive during coupling. In addition to the two sets of coupling tests, carto-car compatibility tests of CEM-equipped locomotives, as well as a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests.The coupling tests of a conventional locomotive have been conducted, the results of which compared favorably with pre-test predictions. In the coupling tests of a CEM-equipped locomotive, the coupling speed for which the push-back coupler (PBC) triggers will be measured. A moving, CEM-equipped locomotive will be coupled to a standing cab car. The coupling speed for the first test will be low, approximately 2 mph. The test will then be repeated with the speed increasing incrementally until the PBC triggers. This paper describes the fabrication, retrofit, test requirements, and analysis predictions for the CEM coupling tests. The equipment to be tested, track conditions, test procedures, and measurements to be made are described. A model for predicting the longitudinal forces acting on the equipment and couplers has been developed, along with preliminary predictions for the CEM coupling tests. BACKGROUNDThe Office of Research, Development, and Technology of the Federal Railroad Administration (FRA) and the Volpe Center are continuing to ...

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“…Following the study of global experience reviews of the passive safety of passenger trains at accident collisions [5][6][7][8][9][10][11][12][13][14][15][16][17][18][19][20][21] and regulatory requirements on this problem [1][2][3][4], the fundamental principles of the passive protection concept of high-speed passenger trains for 1520 mm gauge railways have been developed. According to the proposed concept, the passive safety systems should be included in the architecture of the rolling stock and integrated into the structure of all vehicles for newly designed passenger trains.…”

Section: Fundamental Principles Of the Passive Protection Conceptmentioning

confidence: 99%

“…The railway vehicles' safety problem is an actual problem worldwide [5][6][7][8][9][10][11][12][13][14][15][16][17][18]. Germany, France, Japan and the USA are leaders in this problem solving.…”

Section: Introductionmentioning

confidence: 99%

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Passive Safety of High-Speed Passenger Trains at Accident Collisions on 1520 Mm Gauge Railways

Sobolevska¹,

Telychko²

2017

Transport Problems

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Summary. The fundamental principles of the passive protection concept of high-speed passenger trains at accident collisions on 1520 mm gauge railways have been developed. The scientific methodology and mathematical models for the analysis of plastic deformation of cab frame elements and energy-absorbing devices (EAD) at an impact have been developed. The cab frame and EAD for a new-generation locomotive have been designed. The EAD prototype crash test has been carried out.

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Finite Element Analysis and Full-Scale Testing of Locomotive Crashworthy Components

Cited by 12 publications

References 3 publications

Liquefied Natural Gas Tender Crashworthiness in Train-to-Train Collisions

Liquefied Natural Gas Tender Crashworthiness in Train-to-Train Collisions

Locomotive Crash Energy Management Coupling Tests

Passive Safety of High-Speed Passenger Trains at Accident Collisions on 1520 Mm Gauge Railways

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