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Research Papers

Study on Derailment Mechanism and Safety Operation Area of High-Speed Trains Under Earthquake

[+] Author and Article Information
Liang Ling, Xinbiao Xiao

State Key Laboratory of Traction Power,  Southwest Jiaotong University, Chengdu, People’s Republic of China

Xuesong Jin1

State Key Laboratory of Traction Power,  Southwest Jiaotong University, Chengdu, People’s Republic of Chinaxsjin@home.swjtu.edu.cn

1

Corresponding author

J. Comput. Nonlinear Dynam 7(4), 041001 (Jun 13, 2012) (14 pages) doi:10.1115/1.4006727 History: Received June 14, 2011; Revised December 12, 2011; Published June 13, 2012

In order to investigate the derailment mechanism and safety operation area of high-speed trains under earthquake, a coupled vehicle-track dynamic model considering earthquake effect is developed, in which the vehicle is modeled as a 35 degrees of freedom (DOF) multibody system with nonlinear suspension characteristic and the slab track is modeled as a discrete elastic support model. The rails of the track are assumed to be Timoshenko beams supported by discrete rail fasteners, and the slabs are modeled with solid finite elements. The system motion equations are solved by means of an explicit integration method in time domain. The present work analyzes in detail the effect of earthquake characteristics on the dynamical behaviors of a vehicle-track coupling system and the transient derailment criteria. The considered derailment criteria include the ratio of the wheel/rail lateral force to the vertical force, the wheel loading reduction, the wheel/rail contact point traces on the wheel tread, and the wheel rise with respect to the rail top, respectively. The present work also finds the safety operation area, the derailment area, and the warning area of high-speed trains under earthquake, and their boundaries. These areas consist of three key parameters influencing the dynamical behavior of high-speed train and track under earthquake. The three key influencing parameters are, respectively, the vehicle speed and the lateral and vertical peak ground acceleration (PGA) of an earthquake. The results obtained indicate that the lateral earthquake motion has a greater influence on the vehicle dynamic behavior and its running safety compared to the vertical earthquake motion. The risk of derailment increases quickly with the increasing of lateral earthquake motion amplitude. The lateral earthquake motion is dominant in the vehicle running safety influenced by an earthquake. While the vertical earthquake motion promotes jumping of the wheels easily, not easy is flange climb derailment. And the effect of the vehicle speed is not significant under earthquake.

Copyright © 2012 by American Society of Mechanical Engineers
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Figures

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Figure 1

High-speed lines in China

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Figure 2

Coupled vehicle-track model under earthquake: (a) elevation and (b) side elevation

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Figure 3

Bogie of high-speed train

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Figure 4

Nonlinearity of vehicle suspensions

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Figure 5

Finite element model for slabs used in high-speed railways

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Figure 6

Timoshenko beam ends subjected to earthquake excitation: (a) beam properties and coordinates and (b) resultant forces acting on differential element

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Figure 7

Mode shapes of track slab

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Figure 8

Calculation model of the moving track with discrete support

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Figure 9

Earthquake motion input datum

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Figure 10

Definition of safe contact region and wheel rise: (a) safe contact region of wheel and (b) wheel rise with respect to rail

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Figure 11

Wheel/rail normal forces

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Figure 12

Lateral displacements and flanging contact

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Figure 13

Histories of L/V and ΔV/V during earthquake occurring: (a) L/V and (b) ΔV/V

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Figure 14

Coordinate ycon of wheel/rail contact point on the wheel under earthquake

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Figure 15

Wheel/rail normal forces

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Figure 16

ΔV/V and lateral displacements

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Figure 17

Maximum of wheel/rail normal forces

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Figure 18

Maximum of L/V and ycon

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Figure 20

Maximum of ΔV/V

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Figure 21

Maximum of wheel rise

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Figure 22

Variation of ycon versus the running speed and the PGA of earthquake

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Figure 23

Derailment and safe boundaries for the cases that the PGA of the vertical earthquake motion is half of the lateral

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Figure 24

Whole derailment and safety operation areas under earthquake excitation

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