Assessment of the curving performance of heavy haul trains under braking conditions

Liu, Yang; Kang, Yu; Luo, Shan; Fu, Maohai

doi:10.1007/s40534-015-0075-1

Cited by 15 publications

(9 citation statements)

References 7 publications

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“…Studies performed by Yang et al. 18 show increased lateral wheel–rail forces and derailment coefficients for a three-wagon train simulated along a circular curve of radius 300 m, when compared to a single wagon. This was because of the presence of additional lateral force from coupler compression and rotation.…”

Section: Methodsmentioning

confidence: 96%

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Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Krishna

Berg

Stichel

2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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With the need for increasing length of freight trains, the longitudinal train dynamics and its influence on the running safety become a key issue. Longitudinal train dynamics is a complex issue with contributions from both the vehicle and the operating conditions such as infrastructure design, braking regimes, etc. Standards such as the UIC Code 530-2 and EN-15839 detail the procedure for on-track propelling tests that should be conducted to determine the running safety of a single wagon. Also, it only considers a single S-curve and specifies neighbouring wagons and buffers. Hence, the resulting longitudinal train dynamics would not be able to judge the effects of various heterogeneities in the train formation such as the adjacent wagons, buffer types, carbody torsional stiffnesses, curvatures, etc. Here, there is a potential of using three-dimensional multi-body simulations to develop a methodology to judge the running safety of a train with regard to its longitudinal dynamic behaviour, subjected to various heterogeneities. In this study, a tool based on three-dimensional multi-body simulations has been developed to provide longitudinal compressive force limits and tolerable longitudinal compressive force for wagon combinations passing through S-curves of varying curvatures, and the sensitivities of the various heterogeneities present in the train are assessed. The methodology is applied to open wagons of the ‘Falns’ type on tight S-curves by calculating the corresponding tolerable longitudinal compressive force, and the effect of various parameters on the same is discussed.

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Section: Methodsmentioning

confidence: 96%

“…17 and Yang et al. 18 where the three-dimensional three-wagon train is coupled with longer one-dimensional trains. The actual in-train forces from one-dimensional simulations are applied to the 3D model.…”

Section: Methodsmentioning

confidence: 99%

Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Krishna

Berg

Stichel

2019

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…Moreover, in some multibody dynamics analyses, the force–stroke relationship is also used as the input data to study the dynamic performance of the vehicle or coupler. 9,14 The two kinds of tests, which are commonly adopted to obtain the impedance force–stroke relationship of the coupler buffer, are quasi-static compression test and drop hammer test. 15,16 Using only the quasi-static test to study the energy absorption characteristic is not sufficient, because coupler buffers are subject to a dynamic loading when two couplers connect with each other or when trains collide.…”

Section: Introductionmentioning

confidence: 99%

Experimental investigation of the quasi-static and impact tests on the energy absorption characteristics of coupler rubber buffers used in railway vehicles

Yao

Wen

et al. 2018

Proceedings of the Institution of Mechanical Engineers, Part F:

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Coupler rubber buffers are widely used in high-speed trains, to dissipate the impact energy between vehicles. The rubber buffer consists of two groups of rubbers, which are pre-compressed and then installed into the frame body. This paper specifically focuses on the energy absorption characteristics of the rubber buffers. Firstly, quasi-static compression tests were carried out for one and three pairs of rubber sheets, and the relationship between the energy absorption responses, i.e. Eabn = n × Eab1, Edissn = n × Ediss1, and Ean = Ea1, was obtained. Next, a series of quasi-static tests were performed for one pair of rubber sheet to investigate the energy absorption performance with different compression ratios of the rubber buffers. Then, impact tests with five impact velocities were conducted, and the coupler knuckle was destroyed when the impact velocity was 10.807 km/h. The results of the impact tests showed that with the increase of the impact velocity, the Eab, Ediss, and Ea of the rear buffer increased significantly, but the three responses of the front buffer did not increase much. Finally, the results of the impact tests and quasi-static tests were contrastively analyzed, which showed that with the increase of the stroke, the values of Eab, Ediss, and Ea increased. However, the increasing rates of the impact tests were higher than that of the quasi-static tests. The maximum value of Ea was 68.76% in the impact tests, which was relatively a high value for the vehicle coupler buffer. The energy capacity of the rear buffer for dynamic loading was determined as 22.98 kJ.

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“…Xu et al 17 developed a multi-body model including four locomotives with coupler systems to study the influence of coupler rotational behavior on the locomotive dynamics. Yang et al 18 analyzed the train curving performance in braking conditions by Simpack, while the track vibration is ignored.…”

Section: Introductionmentioning

confidence: 99%

“…Yang et al. 18 analyzed the train curving performance in braking conditions by Simpack, while the track vibration is ignored.…”

Section: Introductionmentioning

confidence: 99%

Effect of braking operation on wheel–rail dynamic interaction of wagons in sharp curve

Liu

Wang

2016

Proceedings of the Institution of Mechanical Engineers, Part K:

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A heavy-haul train-track coupled dynamic model is developed based on the vehicle-track coupled theory. The numerical model is verified in two typical cases. For the calculation, the different lines are considered, which are composed by the plane curve with 400 m radius and the vertical convex (concave) curves with the 8% grade difference. Taking the freight wagons in the 10,000 t and 20,000 t trains as the research objects, their curing performances, the corresponding coupler behaviors, and rail displacements in the emergency and full service braking conditions are analyzed and compared. The results indicate that the alignment of horizontal curve section will cause a distinct tilt angle of wagon coupler, and the tilt amplitudes are almost unchanged for different coupler compression forces. It can be attributed to the stronger coupler stabilizing ability of the freight wagon system. However, under the influence of coupler angle, the coupler longitudinal force produces a large lateral component, which significantly deteriorates the curving performances of wagons bearing the maximum coupler compression forces. Generally, when the 10,000 t and 20,000 t trains brake in the sharp curve, the maximum values of wheelset lateral force and rail lateral displacement increase by 33% and 28%, respectively, with respect to the results calculated in the idle condition. For the dynamics evaluation of freight wagons, the train marshalling modes, the idle condition, and braking condition should be considered comprehensively according to the actual situations.

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Assessment of the curving performance of heavy haul trains under braking conditions

Cited by 15 publications

References 7 publications

Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Tolerable longitudinal forces for freight trains in tight S-curves using three-dimensional multi-body simulations

Experimental investigation of the quasi-static and impact tests on the energy absorption characteristics of coupler rubber buffers used in railway vehicles

Effect of braking operation on wheel–rail dynamic interaction of wagons in sharp curve

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