Investigation on train dynamic derailment in railway turnouts caused by track failure

The problems of safety and reliability of rail vehicles movement is constantly being developed in scientific research [41]. Processes aiming at increasing the level of operational reliability and safety are taken into consideration as early as their design. World trends in this issue require using theories of safety reliability and such vehicles’ operational safety [29, 34, 39]. The theory of safety evolved in the 90s so as to counteract risks of failures or accidents which could lead not only to the disruption of a particular technical system functioning but the loss of health, human life or other damage as well [21]. As far as rail vehicles are concerned derailment is the most common kind of accident which causes at the same time the risk of infrastructure degradation, rolling stock or transported cargo damage, disruption of services and environmental damage (the transportation of hazardous materials) [16, 18]. Therefore the risk determination of such an event occurrence is vital during rail vehicles’ tests. Theoretical analyses and tests are carried out while designing of such vehicles in order to forecast the impact of vehicle parameters on a test track [1, 9, 28] as well as running safety and reliability connected with derailment during movement and monitoring [6, 7]. Then they are continued experimentally in acceptance tests during qualifications to place them in service or after extensive maintenance/modernization of rail vehicles in operation [11, 35]. Safety against derailment is one of primary criteria for assessing the reliability of rail vehicle operation. Many researchers still deal with the topic of rail vehicle safety [10, 48, 49]. In many cases, the main mechanism causing train derailment is the loss of lateral stability of a railway vehicle [6, 24, 43]. This is caused by a rise in the lateral force value in the wheel-rail contact KonowrocKi r, chojnAcKi A. Analysis of rail vehicles’ operational reliability in the aspect of safety against derailment based on various methods of determining the assessment criterion. Eksploatacja i niezawodnosc – Maintenance and reliability 2020; 22 (1): 73–85, http://dx.doi.org/10.17531/ein.2020.1.9.

/pdf/analysis-of-rail-vehicles-operational-reliability-in-the-4zsm5uqkaf.pdf

Analysis of rail vehicles’ operational reliability in the aspect of safety against derailment based on various methods of determining the assessment criterion

As the operating speed of a train increases, there is a growing interest in reducing damage caused by derailment and collision accidents. Since a collision with the surrounding structure after a derailment accident causes a great damage, protective facilities like a barrier wall or derailment containment provision (DCP) are installed to reduce the damage due to the secondary collision accident. However, the criteria to design a protective facility such as locations and design loads are not clear because of difficulties in predicting post-derailment behaviors. In this paper, we derived a simplified frame model that can predict post derailment behaviors in the design phase of the protective facilities. The proposed vehicle model can simplify for various frames to reduce the computation time. Also, the actual derailment tests were conducted on a real test track to verify the reliability of the model. The simulation results of the proposed model showed reasonable agreement to the test results.

Modeling and Simulation of Collision-Causing Derailment to Design the Derailment Containment Provision Using a Simplified Vehicle Model

Wheel climb derailment frequently occurs in turnouts. This is usually because track alignments in the turnout area are very poor and the cross-sections of switch rail are not uniform. Most previous...

Influence of the motion conditions of wheelsets on dynamic derailment behaviour of a bogie in railway turnouts

As a common defect of heavy-haul railway wagons, the wheel diameter difference (WDD) will deteriorate wheel/rail dynamic interaction, which severely threatens the running stability and safety of the wagons. Accordingly, it is of great importance to detect the WDD forms of wagons and take appropriate measures in time. In this paper, a novel method for WDD form detection of the running wagons by analyzing axle box acceleration signals is proposed. To solve the difficulty of weak feature extraction for the vibration signals, a novel feature extraction method combining adaptive chirp mode decomposition (ACMD) with fractal box dimension (FBD) is proposed. Firstly, a 3D feature space is constructed by the FBDs, which is calculated from the extracted chirp modes by ACMD. Then, a multiple kernel extreme learning machine optimized by genetic mutation particle swarm optimization is developed for the classification of the feature vectors. Both simulation and field test results indicate that the proposed detection method is powerful for accurate identification of the wheelsets with standard diameter, in-phase WDD, and anti-phase WDD, and the algorithm efficiency shows practicability in onboard monitoring. 

Detection of Wheel Diameter Difference of Railway Wagon by ACMD-FBD and Optimized MKELM

The derailments of empty wagons of long freight trains frequently occurred around the world, which caused tremendous losses every year Aiming at an actual derailment of empty wagons on straight line during dynamic braking, the field investigation was conducted to find the reasons of the accident According to the investigation results, the large coupler yaw angle and coupler force, the special connection mode by drawbars, as well as the poor conditions of wheel treads and flanges were supposed to be responsible for the accident The simulaiton model composed of 3 C80-type gondolas, and two RFC-type drawbars is established, the accuracy of which is validated by the field experimental test When the wheel-rail friction coefficient is set to be 07 and the coupler forces are set to be 350 kN with a coupler yaw angle of 7 degrees, the simulation results are consistent with the field investigation results Simulation results indicate that the coupler yaw angle, coupler force, and wheel-rail friction coefficient have significant influences on the derailment The increasing coupler yaw angle and coupler force will increase the risk of derailment For the wagon units adopting the drawbars, the riskiest wagon changes from the middle wagon to the front one as the lateral components of the coupler forces increase A large wheel-rail friction coefficient can raise the risk of derailment However, an overlarge friction coefficient will decrease the derailment risk According to the field investigation and simulation results, the wheel-rail friction coefficients should be limited below 05 to ensure the running safety of empty wagons Besides, the operations of the train should be optimized to avoid large coupler yaw angle and coupler force

/pdf/investigation-on-derailment-of-empty-wagons-of-long-freight-2cuichn9ov.pdf

Investigation on Derailment of Empty Wagons of Long Freight Train during Dynamic Braking

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Investigation on Derailment of Empty Wagons of Long Freight Train during Dynamic Braking