Dynamic derailment behaviour of urban tram subjected to lateral collision

Zhang, Tao; Guo, Xinru; Jin, Taimu; Yang, Yiren; Ling, Liang; Wang, Kaiyun; Zhai, Wanming

doi:10.1080/23248378.2021.1964392

Cited by 7 publications

(3 citation statements)

References 27 publications

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“…With their advantages in terms of ecological friendliness, cost economy, scenic routes, and almost no restrictions on installing of stops [2], tram networks have expanded significantly worldwide. As of 2015, over 15,600 km of tram lines had been constructed in 388 cities globally [3]. The growing tram network means that trams interact more frequently with other users, particularly pedestrians who are more vulnerable in traffic situations [4].…”

Section: Introductionmentioning

confidence: 99%

Assessment of Pedestrians’ Head and Lower Limb Injuries in Tram–Pedestrian Collisions

Peng,

Hu,

Liu

et al. 2024

Biomimetics

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Analysis of pedestrians’ head and lower limb injuries at the tissue level is lacking in studies of tram–pedestrian collisions. The purpose of this paper therefore to investigate the impact response process and severity of pedestrians’ injuries in tram–pedestrian collisions, using the Total Human Model for Safety (THUMS) pedestrian human body model together with the tram FE model. Two full-scale tram–pedestrian dummy crash tests were performed to validate the FE model, and the total correlation and analysis (CORA) score of head acceleration yielded values of 0.840 and 0.734, confirming a strong agreement between the FE-simulated head responses and the experimental head kinematics. The effects of different tram speeds and impact angles on pedestrians’ impact response injuries and the differences were further analyzed. The results indicate that direct impact of the lower limb with the tram’s obstacle deflector leads to lower limb bone shaft fractures and knee tissue damage. Neck fling contributed to worsened head injury. Coup contusions were the predominant type of brain contusion, surpassing contrecoup contusions, while diffuse axonal injury was mainly concentrated in the collision-side region of the brain. Pedestrians’ injuries are influenced by tram velocity and impact angle: higher tram velocities increase the risk of lower limb and head injuries. The risk of head injury for pedestrians is higher when the impact angle is negative, while lower limb injuries are more significant when the impact angle is 0°. This study provides practical guidance for enhancing tram safety and protecting pedestrians.

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Section: Introductionmentioning

confidence: 99%

Assessment of Pedestrians’ Head and Lower Limb Injuries in Tram–Pedestrian Collisions

Peng,

Hu,

Liu

et al. 2024

Biomimetics

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show abstract

“…Many technical solutions have been developed to eliminate the described disadvantages of the standard IRWs wheelset. Number of them includes less or more complicated mechatronic systems [27][28][29][30], which increase the complexity of the wheelset and thus the entire bogie (running gear) [30][31][32][33]. Another related problem is the braking system, which also needs adequate modifications [34][35][36][37].…”

Section: Introductionmentioning

confidence: 99%

Improving the energy efficiency of a tram’s running gear

et al. 2023

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This research analyses the influence of some design features of an undercarriage of a tram on the energy efficiency in terms of mechanical energy losses during its operation. The work includes the comparison of results of the research from two main points of view, namely from a running gear design and a railway wheel design. Two variants of a tram’s bogie are investigated. A standard bogie and a bogie with a system that allows a radial adjustment of the wheelsets in curves. Two designs of a railway wheel are compared, a wheel with the traditional construction scheme and a wheel with a perspective construction scheme. The values of mechanical energy losses due to slippage in the contact between the wheels and rails are analysed. These losses are obtained with reference to a specific route and the value of the average power dissipated. Moreover, an analysis of advantages and disadvantages of bogie designs has made it possible to consider the most appropriate bogie design in terms of ensuring the energy efficiency. In this case, the bogie design with the wheels with the perspective construction scheme can be considered as the optimal option.

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“…The impact position plays an important role in the derailment behaviors of train vehicles. The derailment accident is more likely to happen when the striker collides laterally on the front of the leading module (Hou et al, 2020;Zhang et al, 2021). The originality of this research is that it included an experimental test of the effect of a train collision as an unequal lateral impact force on circular reinforced concrete members, as shown in Fig.…”

mentioning

confidence: 99%

Experimental Study on Existing RC Circular Members Under Unequal Lateral Impact Train Collision

Al-Bukhaiti

Liu

Zhao

et al. 2022

Int J Concr Struct Mater

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With the fast growth of high-speed rail in recent years, derailment has become the first hidden danger of high-speed rail transportation. The high-speed train passes near the station building. So the train may derail and hit the station building. Building a high-speed railway station usually uses a reinforced concrete structure. As a result of high impact energy on the impact body, the reinforced concrete (RC) member may fail; the impact point is near the member's foot; the structural member's constraint can be considered fixed support. This paper investigates the dynamic behavior of four types of circular reinforced concrete members under unequal lateral impact loads. The RC member's failure mechanism and dynamic response addressed the significance of unequal lateral impact load. The usual circular reinforced concrete members are used as the model to perform the drop-weight impact test. The specimens' crack pattern, failure mechanism, impact, deflection, and strain time–history curves are obtained. Findings show that between the impact point and the adjacent support, shear fractures occur that fail in shear mode. Shear cracks are based on impact velocity, longitudinal reinforcement ratio, and stirrup ratio. One type is more destructive to members and nodes. A shear fracture occurs when a longitudinal reinforcement fractures towards the closer support. The effects of impact velocity, longitudinal reinforcement ratio, and stirrup ratio on the dynamic impact response are studied. The experimental results may help improve structural member impact resistance. The critical section (right side) computed the static shear resistance using shear force, whereas the maximum external load resistance determines static bending moment resistance. Understanding how circular members fail to be subjected to unequal lateral impact loads provides insight into circular RC members' impact design and damage evaluation.

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Dynamic derailment behaviour of urban tram subjected to lateral collision

Cited by 7 publications

References 27 publications

Assessment of Pedestrians’ Head and Lower Limb Injuries in Tram–Pedestrian Collisions

Assessment of Pedestrians’ Head and Lower Limb Injuries in Tram–Pedestrian Collisions

Improving the energy efficiency of a tram’s running gear

Experimental Study on Existing RC Circular Members Under Unequal Lateral Impact Train Collision

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