Numerical investigation of dynamic derailment behavior of railway vehicle when passing through a turnout

Lai, Jun; Xu, Jingmang; Wang, Ping; Yan, Zheng; Wang, Shuguo; Chen, Rong; Sun, Jian‐Qiao

doi:10.1016/j.engfailanal.2020.105132

Cited by 29 publications

(11 citation statements)

References 46 publications

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“…This is because the running safety of the bogie in the turnout area is determined by both the front wheelset and rear wheelset. 28 Figure 9(d) illustrates that as the radius is less than 150 m, the wheel starts to contact the switch rail at top width of 5 mm. When the radius of the curve exceeds 450 m, the leading wheel starts to contact the switch rail near the cross-section of 10 mm.…”

Section: Effect Of Curve Radius Before Turnoutmentioning

confidence: 99%

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Assessment of derailment risk in railway turnouts through quasi-static analysis and dynamic simulation

Wang

Lai

Liao

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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Train derailments in railway switches are becoming more and more common, which have caused serious casualties and economic losses. Most previous studies ignored the derailment mechanism when vehicles pass through the turnout. With this consideration, this work aims to research the 3D derailment coefficient limit and passing performance in turnouts through the quasi-static analysis and multi-body dynamic simulation. The proposed derailment criteria have considered the influence of creep force and wheelset yaw angle. Results show that there are two derailing stages in switch panel, which are climbing the switch rail and stock rail, respectively. The 3D derailment coefficient limit at the region of top width 5 mm to 20 mm is much lower than the main track rail, which shows that wheels are more likely to derail in this area. The curve radius before the switch rail is suggested to be set as 350 m. When the curve radius before turnout is 65 m, the length of the straight line between the curve and turnout needs to be larger than 3 m. This work can provide a good understanding of the derailment limit and give guidance to set safety criteria when vehicles pass through the turnout.

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Section: Effect Of Curve Radius Before Turnoutmentioning

confidence: 99%

“…This is because the running safety of the bogie in the turnout area is determined by both the front wheelset and rear wheelset. 28…”

Section: Simulation Of Passing Performancementioning

confidence: 99%

Assessment of derailment risk in railway turnouts through quasi-static analysis and dynamic simulation

Wang

Lai

Liao

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…A crossing nose is located at the intersection point of two rails of a turnout and ensures a clear passage for a rolling stock that is diverted from one route to another route via turnout switches. A large number of turnout research have increased in last few decades 5 – 13 and many of them have investigated the causes or effects of the damages associated with fatigue over a crossing nose 2 , 3 , 14 – 21 . The main motivation behind those research was to mitigate considerably high maintenance and procurement costs of turnout systems 22 , 23 .…”

Section: Introductionmentioning

confidence: 99%

Fatigue damage assessment of complex railway turnout crossings via Peridynamics-based digital twin

Hamarat

Papaelias

Kaewunruen

2022

Sci Rep

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Railway turnouts are essential in the train traffic route management for modern railways. Despite significant devotion to railway turnout research, one of their most common failures has not been thoroughly investigated, which is a fatigue over the turnout crossing nose. At the crossings, wheel-rail discontinuity imparts high-frequency high-magnitude forces, which are the source of fatigue failure over the crossing nose. In this study, a novel approach built on “Peridynamics” (PD) has been developed to obtain new insights into the fatigue cracks. A recent approach using “crack on mid-plane” has also been employed in this study to enhance the limited capability of Peridynamics. This paper is the world’s first to investigate fatigue failures over a crossing nose from fracture mechanics perspective. This paper also introduces a novel adaptive time-mapping method as an alternative to earlier time-mapping methods for fatigue models proposed in the open literature. The new model has been verified against both Finite Element Method and experimental data. It reveals that our new approach can simulate fatigue damage, particularly in mode I crack propagation. The study has provided important insights on the fatigue crack development, which is not possible before by existing Peridynamics fatigue model. The new approach on the basis of “adaptive time-mapping” and “crack on mid-plane” is demonstrated to be effective and efficient in PD simulations.

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“…Numerical analysis is commonly used to describe the contact condition between the wheel and rail, and it works as a powerful tool for predicting vehicle dynamics and wear. [1][2][3][4][5][6] However, it is also necessary to develop an experimental evaluation method for contact conditions to validate the numerical method. Further, contact conditions can change significantly owing to slight dynamic changes in the vehicle and track.…”

Section: Introductionmentioning

confidence: 99%

Visualization of wheel-rail contact area of running vehicle using film sensor

Fukagai

Toyama

Tanaka

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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Proper evaluation of the wheel-rail contact is necessary to understand the dynamics of railway vehicles and the causes of wear and damage to components such as wheels and rails. Numerical methods are often used to evaluate the dynamic contact condition between the wheel and rail; however, there are few promising methods for experimental evaluation. It is important to develop a measurement method because the wheel-rail contact is easily changed owing to vehicle-track dynamic interactions. In this study, we used a film-based pressure sensor equipped with force-sensitive resistors to measure the contact area between the wheel and rail during vehicle operation. Using the film-based pressure sensor, we evaluated the geometry of the contact area and position. The validity of the measured contact position is evaluated by comparing it with the contact position based on the cross-sectional profiles of the wheel and rail and the wheelset displacement during a vehicle running.

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Numerical investigation of dynamic derailment behavior of railway vehicle when passing through a turnout

Cited by 29 publications

References 46 publications

Assessment of derailment risk in railway turnouts through quasi-static analysis and dynamic simulation

Assessment of derailment risk in railway turnouts through quasi-static analysis and dynamic simulation

Fatigue damage assessment of complex railway turnout crossings via Peridynamics-based digital twin

Visualization of wheel-rail contact area of running vehicle using film sensor

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