Abstract
Fatal train accidents usually involve derailments or collisions. These derailment/collision accidents are infrequent. However, the damage due to derailment can be catastrophic. Derailment containment walls are usually used in Korea to minimize such damages. However, the impact forces that are needed to design the derailment containment walls were not well defined, and only limited studies were conducted for the behavior of the derailment containment walls. In this study, the focus was made on the impact force analysis of the containment wall through a series of 3D collision simulation after train derailment. Finite element modeling was conducted to analyze the dynamic behavior of the derailed train that collides with a structure such as containment wall using the LS‐DYNA analysis software application. The FE models of car bodies, bogie frames, and wheel sets were created such that full conformity was achieved between their numerical models and actual vehicles with respect to the masses and principal mass moments of inertia. In addition, various installation situations of the containment wall were considered for the collision simulation. Finally, the economical alternative method to reduce the impact force was proposed.
Highlights
Fatal train accidents are usually caused by derailments or collisions. ese derailment/collision accidents are infrequent
A concrete track with the containment effect of a derailed train was modeled as shown in Figure 23 on the basis of the HSL-Zuid Project [14] that applies concrete plinth (500 × 170 mm) that is a structure type within track gauge. e horizontal deviation of a derailed train can be contained against derailment, both inside and outside of a bridge
E impact force applied to the containment wall was computed for a range of about 100 to 250 kN depending on the difference of the contact area between the train and wall in accordance with collision conditions (Figure 24), and the containment effect of a derailed train is sufficient despite the jumping phenomenon. is containment wall has an advantage in economic and durable efficiency due to reduction of impact force in comparison with the containment wall (Figure 17), which is the outer side structure type of track
Summary
Fatal train accidents are usually caused by derailments or collisions. ese derailment/collision accidents are infrequent. When they occur, the damage is catastrophic. If secondary collisions with surrounding buildings by a derailed train are prevented, the damage would be mitigated or minimized. If the secondary derailment resulting from a collision between trains or falling under a bridge is prevented, the damage would be significantly reduced or minimized [1, 2]. Since the high-speed railway was induced in Korea, “derailment containment walls” have been constructed to mitigate and minimize accident damage by preventing trains from colliding with catenary poles or falling under a bridge when they are derailed by earthquake, buckling, or defects in tracks/trains in bridge sections. Erefore, we propose the advantageous geometric condition of the containment wall through the collision simulation (between the derailed train and the protection infrastructure) after train derailment. The economical alternative method to reduce the impact force was proposed
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