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Research Papers

A Three-Dimensional Dynamic Model for Railway Vehicle–Track Interactions

[+] Author and Article Information
Xianmai Chen

School of Civil Engineering,
Central South University,
Changsha, China
e-mail: chenxianmai@csu.edu.cn

Xiangyun Deng

Section of Railway Engineering,
Delft University of Technology,
Delft 2628, The Netherlands
e-mail: X.Deng@tudelft.nl

Lei Xu

Section of Railway Engineering,
Delft University of Technology,
Delft 2628, The Netherlands;
Train and Track Research Institute,
State Key Laboratory of Traction Power,
Southwest Jiaotong University,
Chengdu, China
e-mail: leix_2013@163.com

1Corresponding author.

Contributed by the Design Engineering Division of ASME for publication in the JOURNAL OF COMPUTATIONAL AND NONLINEAR DYNAMICS. Manuscript received December 27, 2017; final manuscript received May 4, 2018; published online May 30, 2018. Assoc. Editor: Xiaobo Yang.

J. Comput. Nonlinear Dynam 13(7), 071006 (May 30, 2018) (10 pages) Paper No: CND-17-1579; doi: 10.1115/1.4040254 History: Received December 27, 2017; Revised May 04, 2018

In light of two wheel–rail contact relations, i.e., displacement compatibility and force equilibrium, a newly developed three-dimensional (3D) model for vehicle–track interactions is presented in this paper. This model is founded on the basis of an assumption: wheel–rail rigid contact. Unlike most of the dynamic models, where the interconnections between the vehicle and the track entirely depend on the wheel–rail contact forces, the subsystems of the vehicle and the tracks in the present study are effectively united as an entire system with interactive matrices of stiffness, damping and mass by the energy-variational principle and wheel–rail contact geometry. With wheel–rail nonlinear creepage/equivalent stiffness, this proposed model can derive dynamic results approaching to those of vehicle-track coupled dynamics. However, it is possible to apply a relatively large time integral step with numerical stability in computations. By simplifying into a linearized model, pseudo-excitation method (PEM) can be theoretically implemented to characterize the dominant vibration frequencies of vehicle-track systems due to random excitations. Finally, a trail method is designed to achieve the wheel climbing derailment process and a full derailment case where the bottom of the wheel flange has completely reached the rail top to form a complete derailment is presented.

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References

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Figures

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Fig. 1

Vehicle-track 3D model (end view) [29]

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Fig. 2

Track irregularities ((a) vertical and (b) lateral)

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Fig. 3

Comparisons between the proposed model and the model of Zhai et al. [18] ((a) lateral acceleration of the car body, (b) vertical acceleration of the car body, (c) wheel–rail lateral force, and (d) wheel–rail vertical force)

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Fig. 4

Displacement of the track systems ((a) vertical displacement of the rail, (b) lateral displacement of the rail, (c) vertical displacement of the track slab, and (d) lateral displacement of the track slab)

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Fig. 5

Acceleration of the track systems ((a) vertical acceleration of the rail, (b) lateral acceleration of the rail, (c) vertical acceleration of the track slab, and (d) lateral acceleration of the track slab)

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Fig. 6

PSD of the lateral acceleration of the car body

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Fig. 7

PSD of system responses ((a) lateral acceleration of the car body and (b) rail lateral displacement)

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Fig. 8

Analytical procedure for derailment achievement

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Fig. 9

A full derailment process at vehicle speed of 300 km/h

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Fig. 10

Time-domain track irregularities for the wheel–rail derailing contacts ((a) lateral and (b) gauge)

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Fig. 11

Wheel–rail forces with respect to the derailing wheelset ((a) wheel–rail lateral force and (b) wheel–rail vertical force)

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Fig. 12

Typical system responses ((a) lateral acceleration of the car body and (b) lateral displacement of the rail)

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