0
Research Papers

Study of Train Derailments Caused by Damage to Suspension Systems

[+] Author and Article Information
S. H. Ju

Professor
Department of Civil Engineering,
National Cheng-Kung University,
Tainan City 70101, Taiwan
e-mail: juju@mail.ncku.edu.tw

Contributed by the Design Engineering Division of ASME for publication in the JOURNAL OF COMPUTATIONAL AND NONLINEAR DYNAMICS. Manuscript received February 24, 2015; final manuscript received July 17, 2015; published online October 23, 2015. Assoc. Editor: Ahmet S. Yigit.

J. Comput. Nonlinear Dynam 11(3), 031008 (Oct 23, 2015) (8 pages) Paper No: CND-15-1050; doi: 10.1115/1.4031196 History: Received February 24, 2015; Revised July 17, 2015

A nonlinear finite element method was used to investigate the derailments of trains moving on multispan simply supported bridges due to damage to suspension systems. At the simulation beginning, the initial vertical trainloads to simulate the train gravity weight are gradually added into the mass center of each rigid body in the train model with large system damping, so the initial fake vibration is well reduced. A suspension is then set to damage within the damage interval time, while the spring and/or damper changes from no damage to a given percentage of damage. Finite element parametric studies indicate the following: (1) the derailment coefficients of the wheel axis nearby the damage location are significantly increased. (2) Damage to the spring is more critical than that to the damper for the train derailment effect. (3) The derailment coefficient induced by damage to the primary suspension is more serious than that to the secondary suspension. (4) If rail irregularities are neglected, the train speed has little influence on the derailment coefficients generated from damage to suspensions. (5) The train derailment coefficients rise with a decrease in the damage interval time, so sudden damages to suspension systems should be avoided.

FIGURES IN THIS ARTICLE
<>
Copyright © 2016 by ASME
Your Session has timed out. Please sign back in to continue.

References

Lundqvist, A. , and Dahlberg, T. , 2005, “ Load Impact on Railway Track Due to Unsupported Sleepers,” Proc. Inst. Mech. Eng., Part F, 219(2), pp. 67–77. [CrossRef]
Xiao, X. B. , Wen, Z. F. , Jin, X. S. , and Sheg, X. Z. , 2007, “ Effects of Track Support Failures on Dynamic Response of High Speed Tracks,” Int. J. Nonlinear Sci. Numer. Simul., 8(4), pp. 615–630. [CrossRef]
Zhang, S. G. , Mao, X. B. , Wen, Z. F. , and Jin, X. S. , 2008, “ Effect of Unsupported Sleepers on Wheel/Rail Normal Load,” Soil Dyn. Earthquake Eng., 28(8), pp. 662–673. [CrossRef]
Dinh, V . N. , Kima, K. D. , and Warnitchai, P. , 2009, “ Dynamic Analysis of Three-Dimensional Bridge High-Speed Train Interactions Using a Wheel–Rail Contact Model,” Eng. Struct., 31(12), pp. 3090–3106. [CrossRef]
Gupta, S. , Stanus, Y. , Lombaert, G. , and Degrande, G. , 2009, “ Influence of Tunnel and Soil Parameters on Vibrations From Underground Railways,” J. Sound Vib., 327(1–2), pp. 70–91. [CrossRef]
Ju, S. H. , and Liao, J. R. , 2010, “ Error Study of Rail/Wheel Point Contact Method for Moving Trains With Rail Roughness,” Comput. Struct., 88(13–14), pp. 813–824. [CrossRef]
Wang, W. L. , Huang, Y. , Yang, X. J. , and Xu, G. X. , 2011, “ Non-Linear Parametric Modelling of a High-Speed Rail Hydraulic Yaw Damper With Series Clearance and Stiffness,” Nonlinear Dyn., 65(1–2), pp. 13–34. [CrossRef]
Ang, K. K. , and Dai, J. , 2013, “ Response Analysis of High-Speed Rail System Accounting for Abrupt Change of Foundation Stiffness,” J. Sound Vib., 332(12), pp. 2954–2970. [CrossRef]
Nishimura, K. , Terumichi, Y. , and Morimura, T. , 2009, “ Development of Vehicle Dynamics Simulation for Safety Analyses of Rail Vehicles on Excited Tracks,” ASME J. Comput. Nonlinear Dyn., 48(3), p. 011001. [CrossRef]
Zhang, Z. C. , Zhang, Y. H. , Lin, J. H. , Zhao, Y. , Howson, W. P. , and Williams, F. W. , 2011, “ Random Vibration of a Train Traversing a Bridge Subjected to Traveling Seismic Waves,” Eng. Struct., 33(12), pp. 3546–3558. [CrossRef]
Tanabe, M. , Matsumoto, N. , Wakui, H. , Sogabe, M. , Okuda, H. , and Tanabe, Y. , 2008, “ A Simple and Efficient Numerical Method for Dynamic Interaction Analysis of a High-Speed Train and Railway Structure During an Earthquake,” ASME J. Comput. Nonlinear Dyn., 3(4), p. 041002. [CrossRef]
Du, X. T. , Xu, Y. L. , and Xia, H. , 2012, “ Dynamic Interaction of Bridge-Train System Under Non-Uniform Seismic Ground Motion,” Earthquake Eng. Struct. Dyn., 41(1), pp. 139–157. [CrossRef]
Ju, S. H. , 2012, “ Nonlinear Analysis of High-Speed Trains Moving on Bridges During Earthquakes,” J. Nonlinear Dyn., 69(1–2), pp. 173–183. [CrossRef]
Ling, L. , Xiao, X. B. , and Jin, X. S. , 2012, “ Study on Derailment Mechanism and Safety Operation Area of High-Speed Trains Under Earthquake,” ASME J. Comput. Nonlinear Dyn., 7(4), p. 041001. [CrossRef]
Koo, J. S. , and Cho, H. J. , 2012, “ A Method to Predict the Derailment of Rolling Stock Due to Collision Using a Theoretical Wheelset Derailment Model,” Multibody Syst. Dyn., 27(4), pp. 403–422. [CrossRef]
Xia, C. Y. , Lei, J. Q. , Zhang, N. , Xia, H. , and De Roeck, G. , 2012, “ Dynamic Analysis of a Coupled High-Speed Train and Bridge System Subjected to Collision Load,” J. Sound Vib., 331(10), pp. 2334–2347. [CrossRef]
Xia, C. Y. , Xia, H. , Zhang, N. , and Guo, W. W. , 2013, “ Effect of Truck Collision on Dynamic Response of Train-Bridge Systems and Running Safety of High-Speed Trains,” Int. J. Struct. Stab. Dyn., 13(3), p. 1250064. [CrossRef]
Liang, B. , Zhu, D. , and Cai, Y. , 2001, “ Dynamic Analysis of the Vehicle-Subgrade Model of a Vertical Coupled System,” J. Sound Vib., 245(1), pp. 79–92. [CrossRef]
Jun, X. , and Qingyuan, Z. , 2005, “ A Study on Mechanical Mechanism of Train Derailment and Preventive Measures for Derailment,” Veh. Syst. Dyn., 43(2), pp. 121–147. [CrossRef]
Wong, R. C. K. , Thomson, P. R. , and Choi, E. S. C. , 2006, “ In Situ Pore Pressure Responses of Native Peat and Soil Under Train Load: A Case Study,” J. Geotech. Geoenviron. Eng., 132(10), pp. 1360–1369. [CrossRef]
Yau, J. D. , 2009, “ Response of a Train Moving on Multi-Span Railway Bridges Undergoing Ground Settlement,” Eng. Struct., 31(9), pp. 2115–2122. [CrossRef]
Yau, J. D. , 2009, “ Response of a Maglev Vehicle Moving on a Series of Guideways With Differential Settlement,” J. Sound Vib., 324(3–5), pp. 816–831. [CrossRef]
Ju, S. H. , 2013, “ 3D Analysis of High-Speed Trains Moving on Bridges With Foundation Settlements,” Arch. Appl. Mech., 83(2), pp. 281–291. [CrossRef]
Liu, X. , Saat, M. R. , and Barkan, C. P. L. , 2012, “ Analysis of Causes of Major Train Derailment and Their Effect on Accident Rates,” Transp. Res. Rec., 2289, pp. 154–163. [CrossRef]
Ju, S. H. , 2012, “ A Simple Finite Element for Nonlinear Wheel/Rail Contact and Separation Simulations,” J. Vib. Control, 20, pp. 330–338. [CrossRef]
Ju, S. H. , 2002, “ Finite Element Analyses of Wave Propagations Due to High-Speed Train Across Bridges,” Int. J. Numer. Method Eng., 54(9), pp. 1391–1408. [CrossRef]

Figures

Grahic Jump Location
Fig. 1

Illustration of the element and contact scheme for the proposed simple model. (a) The DOF of the active proposed segment of the moving wheel element and (b) the contact scheme for the simple model.

Grahic Jump Location
Fig. 2

A wheel/rail contact tested case and the mesh of the complex model

Grahic Jump Location
Fig. 3

Vertical (P) and horizontal (Q) contact forces and derailment coefficient (Q/P under train speed of 300 km/h) from the finite element analyses. (a) Contact forces (Q and P) between wheel and rail and (b) derailment coefficient (Q/P).

Grahic Jump Location
Fig. 4

Illustration of the 3D rigid-body and spring–damper model of the high-speed train used in the parametric studies

Grahic Jump Location
Fig. 5

Bridge pier, piles, and beam dimensions for the studied high-speed rail system

Grahic Jump Location
Fig. 6

Finite element model of the multispan simply supported bridges (A = slave nodes to connect the beam to the concrete plate, C = slave nodes being the target nodes of train wheels, B = rail center nodes being the master nodes of nodes A and C, D = slave nodes to connect the concrete plate and the bridge beam center (master node), Krail = three-direction springs, and 6DOF spring = spring element for soil and foundation)

Grahic Jump Location
Fig. 7

Illustration of the location of each wheel and bogie. (The location of the damaged primary or secondary suspension is set at point 1 or A on the nearby side of this picture for the parametric studies in this paper.)

Grahic Jump Location
Fig. 8

Change in damage coefficients with time for wheel axes 1, 3, 5, and 9 with 60% damage to the primary suspension at location A in Fig. 5 (under train speed of 300 km/h without rail irregularities)

Grahic Jump Location
Fig. 9

Change in the train derailment coefficient with the damage ratios of the damper and spring (under train speed of 300 km/h)

Grahic Jump Location
Fig. 10

Changes in the train derailment coefficient with the damage ratio of the primary or secondary suspension (under train speed of 300 km/h without rail irregularities)

Grahic Jump Location
Fig. 11

Changes in the train derailment coefficient with the train speed without rail irregularities

Grahic Jump Location
Fig. 12

Changes in the train derailment coefficient with the damage interval time without rail irregularities

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