Mechanism of Derailment at the Guardrail Position of Turnout and a Reasonable Guardrail Interval Limit

Abstract

Recently, derailments have been occurring frequently at the guardrail position of double-slip turnouts. In order to provide a theoretical basis for effectively avoiding derailment at the guardrail position of turnouts, this study presented a derailment mechanism, discussed the rationality of the current guardrail interval limit and its calculation method, and proposed a method for calculating the guardrail interval limit based on the vehicle running attitude and wheelset angle of attack. Based on the established calculation model, this paper calculated the guardrail interval limit for the main types of single turnouts and double-slip turnouts in China, and studied the main factors influencing the interval limit and corresponding patterns. The following conclusions were drawn. (1) In actual maintenance, it suggested to set the guardrail interval limit at 1365 mm, which can meet the requirements of the most turnouts and avoid wear incurred by vehicle–track interactions at the opening section of guardrails and derailment. (2) For single turnouts, the required guardrail interval limit becomes smaller with the decrease of the frog number, radius of the lead curve, and the increase in gage width. Further, the interval limit decreases when the endpoints of the lead curve and gage widening become closer to the buffer segment at the toe end of the guardrail. Adopting straight-track design at the restoring segment of gage widening is more likely to cause a larger twisting angle of the bogie than a curved-track design, and larger twisting angle means requiring a smaller guardrail interval limit. (3) For double-slip turnouts, the required guardrail interval limit is reduced with the decrease in the frog number and increase in gage width. The broken rail comprising the switch rail and stock rail in front of the guardrail can also enable the bogie to approach or reach the inscribing state, resulting in a negative impact not smaller than that produced by a curved rail. The larger the attack angle at the tip of the switch rail and the closer the tip of the switch rail and the end of gage widening to the buffer segment of the guardrail, the smaller the guardrail interval limit.

Efficient Railway Turnout Design: Leveraging TRIZ-Based Approaches

“…A derailment mechanism that focuses on understanding the factors that contribute to derailments in railway systems is presented in a recent study [41]. The researchers evaluated the rationale for the rail clearance maximum and its method of calculation, which is critical to ensuring safe rail operations, and they suggested a new approach to calculating the maximum guardrail clearance based on the running attitude of the vehicle and the angle of attack of the wheelsets.…”