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Investigation on Derailment of Empty Wagons of Long Freight Train during Dynamic Braking

机译：动态制动过程中长货车空车脱轨的研究

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摘要

The derailments of empty wagons of long freight trains frequently occurred around the world, which caused tremendous losses every year. Aiming at an actual derailment of empty wagons on straight line during dynamic braking, the field investigation was conducted to find the reasons of the accident. According to the investigation results, the large coupler yaw angle and coupler force, the special connection mode by drawbars, as well as the poor conditions of wheel treads and flanges were supposed to be responsible for the accident. The simulaiton model composed of 3 C-80-type gondolas, and two RFC-type drawbars is established, the accuracy of which is validated by the field experimental test. When the wheel-rail friction coefficient is set to be 0.7 and the coupler forces are set to be 350 kN with a coupler yaw angle of 7 degrees, the simulation results are consistent with the field investigation results. Simulation results indicate that the coupler yaw angle, coupler force, and wheel-rail friction coefficient have significant influences on the derailment. The increasing coupler yaw angle and coupler force will increase the risk of derailment. For the wagon units adopting the drawbars, the riskiest wagon changes from the middle wagon to the front one as the lateral components of the coupler forces increase. A large wheel-rail friction coefficient can raise the risk of derailment. However, an overlarge friction coefficient will decrease the derailment risk. According to the field investigation and simulation results, the wheel-rail friction coefficients should be limited below 0.5 to ensure the running safety of empty wagons. Besides, the operations of the train should be optimized to avoid large coupler yaw angle and coupler force.
机译：世界各地经常发生长货车空车厢的出轨，每年造成巨大损失。针对动态制动过程中空货车在直线上实际脱轨的情况，进行了现场调查以找出事故原因。根据调查结果，事故可能是由于联轴器偏航角和联轴器力大，拉杆的特殊连接方式以及车轮胎面和法兰的不良情况造成的。建立了由3个C-80型吊船和两个RFC型牵引杆组成的仿真模型，并通过现场试验验证了其准确性。当轮轨摩擦系数设置为0.7且耦合器力设置为350 kN（耦合器偏航角为7度）时，仿真结果与现场调查结果一致。仿真结果表明，车钩偏航角，车钩力和轮轨摩擦系数对脱轨有重要影响。耦合器偏航角和耦合器力的增加将增加脱轨的风险。对于采用牵引杆的货车单元，随着车钩力的横向分量增加，最危险的货车从中部货车变为前部货车。较大的轮轨摩擦系数会增加脱轨的风险。但是，过大的摩擦系数会降低脱轨的风险。根据现场调查和模拟结果，应将轮轨摩擦系数限制在0.5以下，以确保空车的行驶安全。此外，应优化火车的运行，以免产生较大的耦合器偏航角和耦合器力。

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