0
TECHNICAL PAPERS

Effect of Disabled Fastening Systems and Ballast on Vehicle Derailment

[+] Author and Article Information
Xinbiao Xiao, Zefeng Wen

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, China

Xuesong Jin1

State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Chinaxsjin@home.swjtu.edu.cn

1

Corresponding author.

J. Vib. Acoust 129(2), 217-229 (Aug 12, 2006) (13 pages) doi:10.1115/1.2424978 History: Received October 17, 2005; Revised August 12, 2006

The effect of disabled fastening systems and ballast on railway vehicle derailment is investigated by developing a nonsymmetrical coupled vehicle/track model. In the model a half passenger car is considered, and modeled with a multi-body system with 18 degrees of freedom, which runs on a tangent track at a constant speed. The tangent track is modeled as two elastic beams by discrete nonsymmetrical supporters modeling fastening systems, sleepers, and ballasts. The normal contact forces between wheels and rails are described by Hertzian elastic contact theory, and the tangential forces by the nonlinear creep theory of Shen (Proceedings of the 8th IAVSD Symposium, Cambridge, MA, pp. 591–605). In the numerical analysis, the disabled rail fastening, rail pad, and ballast, on one and two sides of the track are, respectively, considered. Through a detailed analysis, derailment coefficients and the track state variations are obtained. The derailment coefficients are defined as the ratio of the lateral force to the vertical force of the wheel and rail (indicated by LV), duration of LV, and rate of the wheel load reduction (indicated by ΔVV), respectively. The variations of the contact points on the wheel treads, the track gauge, the track cross-level, and rail turnover angle are present in the paper. The numerical results obtained indicate that the failure of rail supports has a great influence on the vehicle running safety.

Copyright © 2007 by American Society of Mechanical Engineers
Your Session has timed out. Please sign back in to continue.

References

Figures

Grahic Jump Location
Figure 1

Half passenger car running on track

Grahic Jump Location
Figure 2

Half passenger car coupled with track: (a) elevation; and (b) side elevation

Grahic Jump Location
Figure 3

Rail force diagram and rail fastening system: (a) rail force diagram; and (b) rail fastening system

Grahic Jump Location
Figure 4

Force diagram of sleeper and equivalent ballast bodies: (a) sleeper force diagram; and (b) force diagram of equivalent ballast bodies

Grahic Jump Location
Figure 5

Vehicle/track system excitation model

Grahic Jump Location
Figure 6

Definition of wheel/rail safe contact region (LM tread)

Grahic Jump Location
Figure 7

Variations of wheels/rails normal loads under the loading condition without components failure

Grahic Jump Location
Figure 8

Variation of L∕V under the loading condition without track components failure

Grahic Jump Location
Figure 9

ΔV∕V variation of the wheelsets without track components failure

Grahic Jump Location
Figure 10

(a) Contact point trace of left leading wheel; and (b) contact point trace of right leading wheel

Grahic Jump Location
Figure 11

Derailment coefficients with different numbers of disabled supporters: (a) L∕V of leading wheelset; (b) L∕V of trailing wheelset; (c) ΔV∕V of leading wheelset; and (d) ΔV∕V of trailing wheelset

Grahic Jump Location
Figure 12

Wheel/rail contact point traces on right wheel treads with different number of disabled supporters: (a) contact point trace on right leading wheel tread; and (b) contact point trace on right trailing wheel tread

Grahic Jump Location
Figure 13

Contact point traces with different disabled supporters: (a) contact point trace on leading left wheel tread; (b) contact point on leading right wheel tread; (c) contact point trace on leading left wheel tread; and (d) contact point on leading right wheel tread

Grahic Jump Location
Figure 14

(a) Maximum L∕V with different number of disabled; and (b) maximum ΔV∕V with different number of disabled

Grahic Jump Location
Figure 15

Duration of L∕V for three cases

Grahic Jump Location
Figure 16

Track gauge widening for three cases

Tables

Errata

Discussions

Some tools below are only available to our subscribers or users with an online account.

Related Content

Customize your page view by dragging and repositioning the boxes below.

Related Journal Articles
Related eBook Content
Topic Collections

Sorry! You do not have access to this content. For assistance or to subscribe, please contact us:

  • TELEPHONE: 1-800-843-2763 (Toll-free in the USA)
  • EMAIL: asmedigitalcollection@asme.org
Sign In