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Approach to Rational Calculation of Superelevation in Dual Gauge Track

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Approach to Rational Calculation of Superelevation in Dual Gauge Track TRANSPORT ISSN 1648-4142 / eISSN 1648-3480 2018 Volume 33 Issue 3: 699–706 https://doi.org/10.3846/transport.2018.1577 APPROACH TO RATIONAL CALCULATION OF SUPERELEVATION IN DUAL GAUGE TRACK Inesa GAILIENĖ*, Martynas GEDAMINSKAS, Alfredas LAURINAVIČIUS Dept of Roads, Vilnius Gediminas Technical University, Vilnius, Lithuania Received 6 June 2016; revised 8 December 2016; accepted 4 February 2017 Abstract. One of the technical possibilities to solve a gauge crossing is to install a dual gauge. This solution has several ad- vantages and disadvantages discussed in this paper. Lack of experience of maintenance and lack of standards for the design of dual track are among the most important disadvantages. The wheel and rail interface on track curves is more difficult than in straight sections. Therefore, the subject of the present article is a geometrical parameter of dual gauge track, i.e., the rail superelevation, which has an impact on the wheel–rail interaction at curves and influences the value of uncompen- sated acceleration, occurring when a train passes a curve, and, consequently, the intensity of rail wear. The objective of the present article is to analyse the features of dual gauge track and the superelevation calculation methodology considered, to present the approach to rational calculation of superelevation for dual gauge track of Šeštokai–Mockava (Lithuania–Po- land) using several calculation versions as well as to make recommendations for the calculation of superelevation. Keywords: track curve, standard gauge (1435 mm), Russian gauge (1520 mm), train speed, uncompensated lateral accel- eration, wheel–rail interaction, gauge crossing. Introduction Because of the geometrical parameters, the moving path curve negotiation, the analysis and assessment of vehicle of wheel and the state of wheel–rail contact will change dynamic performance, the effect of vehicle parameters obviously, when a vehicle passes through a curved track, on dynamic performance, and the influence of railway which can aggravate the wheel–rail interaction, intensify parameters on dynamic performance (Wang et.al 2014). the wheel–rail vibration, and effect the running safety The effects of parameters of track structure on curving and comfort (Wang et.al 2014). It is widely known that performance have been investigated by several authors. the greater the radius of the curve rail, the less the influ- Wang specifies three main methods. The first method is a ence on the rail wear and derailment possibilities. E.g., comprehensive model of vehicle system dynamics, which Wang et al. (2015) discovered that under the permitting is used for analysing the effect of planar curve, vertical line condition, setting up a curve radius more than 800 to curve, and planar and vertical sections alignment on run- improve driving stability and reduce rail wear will be more ning quality of the vehicle. The second method is optimiz- effective, compared to a small radius curve. It is stated ing the design parameters of planar and vertical sections that when the curve radius increases from 400 m to 800 from a static point of view. Using the third method, the m, derailment coefficient is reduced by 38%, rate of wheel effects of parameters of planar and vertical sections on load reduction is reduced by 41%, wheel–rail lateral force dynamic performance are investigated based on vehicle– is reduced by 35%, and attrition power is reduced by 68%. track dynamic interaction (Wang et.al 2014). If the radius of the curve increases, all above mentioned The other noticeable problem in curves is the forma- indexes become lower, but not that substantially (Wang tion of Rolling Contact Fatigue (RCF) in rails. RCF is et al. 2015). due to the combination of contact stress, tangential creep There are many theoretical and experimental studies forces and creepage in the wheel–rail contact patch. Most on the wheel–rail interaction on the curves. There are RCF is found in one of two areas, on the high rail either four issues: mechanism and the calculation method of in curved track, or in switches and crossing. The develop- *Corresponding author. E-mail: [email protected] Copyright © 2018 The Author(s). Published by VGTU Press This is an Open Access article distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/by/4.0/), which permits unre- stricted use, distribution, and reproduction in any medium, provided the original author and source are credited. 700 I. Gailienė et al. Approach to rational calculation of superelevation in dual gauge track ment of RCF in rails depends on the interplay between rail head side wear intensity increases three times. If su- crack growth, which is governed by the contact stress and perelevation installed is larger than the calculated one, the tangential force at the contact patch, and wear, which the locomotive wheel set slides on the external rail of the depends on the tangential force and the creepage at the curve and if the superelevation is insufficient the wheel contact patch. These parameters are dependent on a large set slides on the internal rail. When the wheels slide on number of inter-dependents factors, in particular (Evans, internal rail the wear of external rail is smaller, however Iwnicki 2002): the train can derail. When the wheels slide on internal rail – curve radius; the wheel flange wear increases (Gailienė 2012). – vehicle configuration (wheelbase, axle load, wheel All this demonstrates the importance of the correct rail diameter); superelevation calculation taking into account operational – suspension design (in particular primary yaw stiff- parameters of train traffic. In the case of dual gauge, the ness); number of variables increases, therefore the task becomes – wheel profiles (nominal profile and state of wear); even more difficult (Sadeghi, Askarinejad 2007; Cuervo – wheel–rail friction; et al. 2015). – cant deficiency (depends on speed, radius and cant); In addition to a number of technical construction – traction and braking forces; regulations and documents approved by the railway – track geometric quality; manager, Description of dual gauge track installation and – wheel and rail material properties. maintenance norms (AB ‘Lietuvos geležinkeliai’ 2011b) We can see that many investigations of the wheel–rail and Instruction of dual gauge track installation and main- interaction on curves mention the option of optimizing tenance (AB ‘Lietuvos geležinkeliai’ 2011a) are used for the the design of curve parameters. We focused our own re- design, construction and maintenance of dual gauge track search onto uncompensated lateral acceleration in dual in Lithuania. Both documents were developed based on track gauge curves. Curves require the design of the ex- the documents valid in Ukraine, and the requirements of ternal rail superelevation, which influences passenger ride both of them are mandatory for the railway staff as well as comfort and even rail wear on curves (Sadeghi, Akbari the staff of other companies, the work of which is related 2006). Rail superelevation ensure that the centrifugal and to the design, construction and maintenance of 1435 mm centripetal forces, that occur when running in a curve, and 1520 mm dual gauge track. However, neither more offset each other. This is difficult to achieve in mixed detailed analysis nor adaptation was performed. traffic and different train speeds. This is the reason of To summarize, the superelevation is an important geo- the occurrence of uncompensated lateral acceleration on metrical parameter of track on curves. In this paper, we curves. The most important impact of such acceleration analyse the applied methodology for calculation of the su- is on the intensity of lateral rail wear in curves (Figure 1) perelevation and seek to identify its shortcomings. We also (Povilaitienė 2004). Studies have shown that the rail wear employ our earlier published research results (Gailienė intensity is minimal when uncompensated acceleration 2012; Povilaitienė, Laurinavičius 2004; Povilaitienė 2004) 2 to make recommendations for improvement of the meth- aa is 0÷0.1 m/s , and the wear intensity increases when uncompensated acceleration reaches 0.5÷0.6 m/s2. When odology for calculation of the superelevation. This way we uncompensated acceleration increases up to 0.5 m/s2, the seek to make the railway traffic safer and more comforta- ble and to ensure the least possible wear of the rail. There- fore, we model the calculation of the superelevation on the t] 1.1 curves of the railway section Šeštokai–Mockava (Lithu- 1.0 ania–Poland) according to the applied methodology and 0.9 2 corrected methodologies. We seek to determine which [mm/10 mln y 0.8 methodology allows to secure the lowest uncompensated ty si 0.7 lateral accelaration when the train speed is maximal, ac- ten 3 tual and lower then speed limit. The results of modelling r in 0.6 a 1 e are used for rational methodology for calculation of su- 0.5 5 4 ral w perelevation. e t 0.4 0.3 1. Dual track gauge description il head la a 0.2 R 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 Uncompensated acceleration [m/s2] Significant differences between the developed and devel- oping countries can be seen in the quality and productivity Figure 1. Dependency of rail head lateral wear intensity of materials handling operations, the quality of transport on the uncompensated acceleration impact on hardened rails: infrastructure, the modal split as well as the problems and 1 R = 650 m – y = 1/(0.148516 + 0.776012/x)·r = 0.851; challenges confronted (Kovács, Spens 2006). Lithuania is 2 R = 700 m – y = 1.22546·x – 0.0773631·r = 0.821; aiming to integrate into the Western European railway 3 R = 900 m* – y = 1/(0.271802 + 0.967689/x)·r = 0.864; 4 R = 900 m** – y = 1/(4.20549 – 4.25155·x)·r = 0.881; network by developing standard gauge railway.
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