The derailment behaviour and mechanism of a subway train under frontal oblique collisions

Yao, Shuguang; Zhu, Huifen; Ke-fei, Yan; Li, Mingyang; Xu, Ping

doi:10.1080/13588265.2019.1692506

Cited by 15 publications

(9 citation statements)

References 22 publications

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“…The coupler could affect vehicle dynamic behavior. 33,34 When the train loading different types of cargos in different cars, the vehicle-cargo coupled dynamics of these two cars could influence each other by the coupler, which affects the load transfer and subsequent safety evaluation criteria. Finally, the wheelset unloading ratios were relatively small and gradually increased after about 22 m for four loading cases (i.e.…”

Section: Discussionmentioning

confidence: 99%

Running safety evaluation of a 350 km/h high-speed freight train negotiating a curve based on the arbitrary Lagrangian-Eulerian method

Deng

Peng

Yan³

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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To adapt to the rapid growth of the logistics market and further improve the competitiveness of railway transportation, the high-speed freight train with a design speed of 350 km/h is being developed in China. The safety of the train under great axle load of 17 t and dynamic load is unknown. This paper is aimed to study the running safety of the high-speed freight train coupled with various cargo loading conditions negotiating a sharp curve at high velocity. A numerical model integrated a fluid-structure coupled container model and the nonlinear high-speed freight train was set up by the software of LS-DYNA. The fluid-structure interaction model between the container and fluid cargo was established using the Arbitrary Lagrangian-Eulerian (ALE) method. Two influencing parameters, including the cargo state in the container and the fill level, were selected. The study results showed that the wheelset unloading ratio and overturning coefficient could be significantly affected by the liquid sloshing, while the influence of sloshing on the risk of derailment was slight. In general, increasing the cargo filling rate would contribute to vehicle operation safety. In conclusion, this study would provide theoretical help for the running safety of the newly designed high-speed freight train.

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Section: Discussionmentioning

confidence: 99%

Running safety evaluation of a 350 km/h high-speed freight train negotiating a curve based on the arbitrary Lagrangian-Eulerian method

Deng

Peng

Yan³

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…See Figure 6 for a 0° slope angle scenario. By the definition of friction coefficient, it can be found L/V=µ (11) Equation ( 9) is the correct L/V ratio when slope (flange) angle α=0°. Huang's Limit gives exact the same result as Equation ( 9).…”

Section: An Object Moving Up On Slopementioning

confidence: 99%

“…Nadal's Limit L/V ratio [4] has been introduced to the railroad industry for a long time, and has been widely used to do wheel derailment analysis. It can be found, in literature, that researches and tests have been done on Nadal's Limit by many scientists and organizations [1,6,9,[1][2][3][4][5][6][7][8][9][10][11][12][13]. Some tests are claimed to be in agreement with Nadal's Limit L/V ratio.…”

Section: Introductionmentioning

confidence: 97%

Nadal’s Limit (L/V) to Wheel Climb and Two Derailment Modes

Huang¹

2021

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This paper did a theoretical study on the Nadal's L/V ratio. The analysis is based on a mechanical model of an object sliding on an incline (or slope), which is widely used in college physics. The key is that the direction of frictional forces is always opposite to the direction of the motion of the sliding object. Therefore, there are two directions (upward or downward) for the frictional forces between the object and incline depending on the states of motion of the object. Thus, there must be two L/V ratios for the object sliding on the incline for the same reason. The theoretical demonstration shows that Nadal's L/V is the same with the L/V which governs the downward motion of the object on the incline, because the direction of frictional force between the object and the incline is set to be upwards in the derivation of the Nadal's L/V. Thus, Nadal's L/V is for the object going down the incline. A detail examination was performed on the Nadal's L/V for some typical configurations, such as the critical angle; the zero and 90 degrees angles, further proving that the Nadal's L/V is not for an object going up on the incline, thus cannot be used as the criterion for wheel climb. A new L/V ratio was created by setting the direction of frictional force downwards to simulate the object going up on the incline, and was named as Huang's L/V. Wheel flange/rail contact produces frictional forces between them to consume the pulling power, like a braking to slowdown wheel rotation. Thus, wheel climb is only 1/3 of the whole story of wheel flange/rail contact. The other two are 1). A retarder derailment mode is created by the braking and 2). A braking, large enough, will cause a wheel locked. Therefore, there are two derailment modes with wheel/flange rail contact, wheel climb modes and retarder mode. A method to determine which mode was initiated was demonstrated in the paper. Angle of Attack (AoA) introduces a complicated scenario for wheel climb calculations. It is almost impossible to determine a correct L/V ratio under AoA.

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“…In the 3D dynamic model constructed in this paper, the interaction between the wheelset and the rail is simulated by a general "Mesh-to-Mesh Contact Detection Method". The current wheel-rail contact model is set up based on 60 kg/m rails and the LMA profiles [32,33]. The wheel/rail normal contact force is calculated based on a nonlinear Hertz contact model, and the tangential contact force of the wheel and rail is simulated by the Coulomb friction model.…”

Section: Modelling Wheel/rail Contact Aubsystemmentioning

confidence: 99%

Full-Scale Train-to-Train Impact Test and Multi-Body Dynamic Simulation Analysis

Zhao

et al. 2021

Machines

Self Cite

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When a train crashes with another train at a high speed, it will lead to significant financial losses and societal costs. Carrying out a train-to-train crash test is of great significance to reproducing the collision response and assessing the safety performance of trains. To ensure the testability and safety of the train collision test, it is necessary to analyze and predict the dynamic behavior of the train in the whole test process before the test. This paper presents a study of the dynamic response of the train in each test stage during the train-to-train crash test under different conditions. In this study, a 1D/3D co-simulation dynamics model of the train under various load conditions of driving, collision and braking has been established based on the MotionView dynamic simulation software. The accuracy of the numerical model is verified by comparing with a five-vehicle formations train-to-train crash test data. Sensitivities of several key influencing parameters, such as the train formation, impact velocity and the vehicle mass, are reported in detail as well. The results show that the increase in the impact velocity has an increasing effect on the movement displacement of the vehicle in each process. However, increasing the vehicle mass and train formation has almost no effect on the running displacement of the braking process of the traction train. By sorting the variables in descending order of sensitivity, it can be obtained that impact speed > train formation > vehicle mass. The polynomial response surface method (PRSM) is used to construct the fitting relationship between the parameters and the responses.

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The derailment behaviour and mechanism of a subway train under frontal oblique collisions

Cited by 15 publications

References 22 publications

Running safety evaluation of a 350 km/h high-speed freight train negotiating a curve based on the arbitrary Lagrangian-Eulerian method

Running safety evaluation of a 350 km/h high-speed freight train negotiating a curve based on the arbitrary Lagrangian-Eulerian method

Nadal’s Limit (L/V) to Wheel Climb and Two Derailment Modes

Full-Scale Train-to-Train Impact Test and Multi-Body Dynamic Simulation Analysis

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