Volume 27, Issue 1 (7-2008)
2008, 27(1): 85-101 |
Back to browse issues page
Download citation:
BibTeX | RIS | EndNote | Medlars | ProCite | Reference Manager | RefWorks
Send citation to:
BibTeX | RIS | EndNote | Medlars | ProCite | Reference Manager | RefWorks
Send citation to:
J. A. Zakeri. Impacts of Wheel–rail at Railway Turnouts. Journal of Advanced Materials in Engineering (Esteghlal) 2008; 27 (1) :85-101
URL: http://jame.iut.ac.ir/article-1-443-en.html
URL: http://jame.iut.ac.ir/article-1-443-en.html
Abstract: (6528 Views)
Investigation of vertical vibrations of a railway turnout is important in designing track components under moving loads of trains. In this paper, the turnout is simulated by a linear finite element model with modal damping. A section of the turnout has a length of 36 sleeper spans surrounding the crossing. Rails and sleepers are modeled with uniform Rayleigh-
Timoshenko beam elements. The rails are connected via railpads (linear springs) to the sleepers, which rest on an elastic foundation. The rolling stocks are discrete systems of masses, springs, and dampers. By passing the trains at a constant speed, only vertical dynamics (including roll and pitch motions) is studied. The wheel-rail contact is modeled using a non-linear Hertzian spring. The train-track interaction problem is solved numerically by using an extended state space vector approach in conjunction with modal superposition for the turnout. The results show that the rail discontinuity at the frog leads to an increase in the wheel-rail contact force. Both smooth and irregular transitions of the wheels from the wing rail to the crossing nose have been examined for varying speeds of the vehicle. Under perfect conditions, the wheels will change quite smoothly from rolling on the wing rail to rolling on the nose. The impact at the crossing will then be small, giving a maximum wheel-rail contact force which is only 30--50 per cent larger than the static contact force. For uneven transitions, the severity of the impact loading at the crossing depends strongly on the train speed. The increase in the contact force, as compared with the static force, is in the order of 100 per cent at 70 km/h and 200 per cent at 150 km/h.
