“…Therefore, this indicates that the proposed numerical model could be adopted to simulate the derailment at turnouts.Figure 6.Comparison between the current model and field test in Ref. 34…”
Section: Numerical Simulation Modelmentioning
confidence: 88%
“…Based on the above analysis, it was found that the retarder before the switch can significantly influence running performance and safety when compared with the results in. 34 From the previous study, 38 an eccentric load on the wagon can increase the derailment risk in a curved track section. With this consideration, the influence of the eccentric load of the freight train on running safety and dynamic behaviour is investigated.…”
Section: Assessment Of Dynamic Derailment and Passing Performancementioning
confidence: 94%
“…To verify the vehicle-turnout dynamic interaction model, the test results 34 in case Chinese C80 wagons run over a # 12 turnout are shown below. The running speed of freight wagons is about 43 km/h.…”
Section: Model Validationmentioning
confidence: 99%
“…The running speed of freight wagons is about 43 km/h. The running conditions in this work are very similar to the test in ref, 34 which both consider the effect of turnouts and longitudinal impacts between railway vehicles. The parameters adopted in the current model are the same as the reference.…”
The operating conditions at the railway marshalling station are quite complicated, featuring low-speed turnouts, sharp curves, and vehicle retarders. Train derailments frequently occur in the switch panel. However, the passive safety and derailment behaviour considering the longitudinal impacts are still not clearly understood. With this aim in mind, a three-dimensional freight wagon-track (turnout) dynamic interaction model considering the impacts between wagons in longitudinal direction is established. The braking of the vehicle retarder on wheels is also simulated. The comparative analysis between the simulation results and field observation for the derailment is presented. The derailment limits along the switch are assessed based on 3D quasi-static analysis and numerical simulation. The results show that the longitudinal impact from the rear wagon can significantly increase the derailment risk when an empty wagon located in the middle passes through the vehicle retarder and switch. As the side wear depth of the switch rail increases to 5 mm, the vertical wheel rise at the front of the switch increases from 0 to 4.73 mm even though the other parameters keep an ideal level. Proper measures such as rail grinding and lubricating are suggested to be adopted for optimizing wheel-rail contact relationships and improving running safety.
“…Therefore, this indicates that the proposed numerical model could be adopted to simulate the derailment at turnouts.Figure 6.Comparison between the current model and field test in Ref. 34…”
Section: Numerical Simulation Modelmentioning
confidence: 88%
“…Based on the above analysis, it was found that the retarder before the switch can significantly influence running performance and safety when compared with the results in. 34 From the previous study, 38 an eccentric load on the wagon can increase the derailment risk in a curved track section. With this consideration, the influence of the eccentric load of the freight train on running safety and dynamic behaviour is investigated.…”
Section: Assessment Of Dynamic Derailment and Passing Performancementioning
confidence: 94%
“…To verify the vehicle-turnout dynamic interaction model, the test results 34 in case Chinese C80 wagons run over a # 12 turnout are shown below. The running speed of freight wagons is about 43 km/h.…”
Section: Model Validationmentioning
confidence: 99%
“…The running speed of freight wagons is about 43 km/h. The running conditions in this work are very similar to the test in ref, 34 which both consider the effect of turnouts and longitudinal impacts between railway vehicles. The parameters adopted in the current model are the same as the reference.…”
The operating conditions at the railway marshalling station are quite complicated, featuring low-speed turnouts, sharp curves, and vehicle retarders. Train derailments frequently occur in the switch panel. However, the passive safety and derailment behaviour considering the longitudinal impacts are still not clearly understood. With this aim in mind, a three-dimensional freight wagon-track (turnout) dynamic interaction model considering the impacts between wagons in longitudinal direction is established. The braking of the vehicle retarder on wheels is also simulated. The comparative analysis between the simulation results and field observation for the derailment is presented. The derailment limits along the switch are assessed based on 3D quasi-static analysis and numerical simulation. The results show that the longitudinal impact from the rear wagon can significantly increase the derailment risk when an empty wagon located in the middle passes through the vehicle retarder and switch. As the side wear depth of the switch rail increases to 5 mm, the vertical wheel rise at the front of the switch increases from 0 to 4.73 mm even though the other parameters keep an ideal level. Proper measures such as rail grinding and lubricating are suggested to be adopted for optimizing wheel-rail contact relationships and improving running safety.
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