Abstract
Development of railway infrastructure at the turn of the 20th and 21st centuries, as well as the speeds of trains in passenger and freight traffic are the result of improving the structure of modern rail vehicles and railway infrastructure optimization. The structure of the railway surface, which enables high speeds and transferring ever greater loads and pressures of up to 25–30 t/vehicle axis, must meet very strict strength and durability requirements. This paper discusses mathematical and numerical tools used in simulation and experimental tests of railway surfaces, as well as its selected elements. Issues addressed in this paper concern, among others, modeling of the railway track, calculations related to its static and dynamic loading, and simulation of the technological process of selected elements of railway turnout. Selected results of the simulation tests on numerical models showing their behavior under different loads are also presented in this paper. The concept of symmetry is included in the possibility of applying the method described in the article both for testing other sections of railway lines, as well as for testing other elements in which stresses occur.
Highlights
Development of railway infrastructure observed at the turn of the 20th and 21st centuries, as well as the speeds of trains in passenger traffic up to Vmax = 300–350 km/h, and freight traffic up to
The railway surface is subjected to complex dynamic effects during operation, the nature of which changes as load and speed increase
One of the objectives of this work is to present original models of railway infrastructure elements with the finite element method (FEM), and to conduct simulation studies showing the impact of technological processes in the production of railway turnouts on the distribution and the amount of residual stresses in steel components of railway infrastructure [5,6]
Summary
Development of railway infrastructure observed at the turn of the 20th and 21st centuries, as well as the speeds of trains in passenger traffic up to Vmax = 300–350 km/h, and freight traffic up to. The structure of the railway surface enabling achieving such speeds and transferring ever greater loads and pressures of up to 25–30 t/vehicle axis, must meet very strict strength and durability requirements. The railway surface is subjected to complex dynamic effects during operation, the nature of which changes as load and speed increase. Over the last several decades, the classic structure of the railway surface has not been subjected to any significant changes. It should be noted that there has been continuous research and improvements aimed at increasing the safety of railway traffic [3,4], as well as reducing the costs of its maintenance.
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