Abstract
In the Eurasian railway network, a different gauge length is used across several countries. A railroad variable gauge allows railway vehicles in rail transport to travel across a gauge break caused by two railway networks with differing track gauges. The variable gauge railway consists of the bogie system to change the length of the wheel shaft and the gauge changing railroad track. Thus, it is important to assess the structural performance of the variable gauge system. In this study, as a performance improvement subject of the variable gauge bogie and railroad, a structural analysis using dynamic finite element calculation was performed to evaluate the reliability and life cycle of the release system and the variable gauge railway. First, the contact pressure and structural stress of the release disk and the release rail were calculated, which provided the wear condition and fatigue life prediction of variable gauge components. Second, a structural analysis of the gauge stabilization rail after the gauge release was executed. The maximum principal stress was evaluated to guarantee the required service life of the stabilization rail section. For the operational safety of the variable gauge system, the operation conditions and maintenance requirements of the variable gauge railway were proposed.
Highlights
A railway network is comprised of several different gauge lengths for historical reasons: narrow gauge, standard gauge, and broad gauge
The variable gauge railway and the bogie are mainly composed of unlocking parts to initiate the track gauge change, a widening railway track to change the gauge of the actual bogie axle and to stabilize the motion of the bogie
We evaluated the contact pressure and the von Mises stress on the release rail to examine the life prediction of it
Summary
A railway network is comprised of several different gauge lengths for historical reasons: narrow gauge, standard gauge, and broad gauge. To quantitively evaluate the life of the variable gauge railway, dynamic fifinite element analysis using Abaqquuss wwaass eexxeeccuutteedd ffoorr tthhee rreelleeaassee ddiisskk aanndd tthhee rreelleeaassee rraaiill iinn SSeeccttiioonn 22. SSttrruuccttuurraall AAnnaallyyssiiss aanndd FFaattiigguuee LLiiffee PPrreeddiiccttiioonn ooff tthhee RRaaiill iinn tthhee SSttaabbiilliizzaattiioonn SSeeccttiioonn. Sctornetsasctopnrebsostutroem surface 34397.M3 PMaPa 58208M.4PMa Pa. FFiigguurree 1166 sshhoowwss tthhee aannaallyyssiiss rreessuullttss,, iinn tteerrmmss ooff tthhee vvoonn MMiisseess ssttrreessss rreessuullttiinngg ffrroomm tthhee ccoonnttaacctt bbeettwweeeenn tthhee wwhheeeell aanndd tthhee rraaiill. As seen, this level of contact pressure and the slip velocity of 5 km/h only result in mild wear. Max. von Mises stress on outer groove Max. principal stress on outer groove Max. von Mises stress on inner groove Max. principal stress on inner groove Max. von Mises stress on bottom surface Max. principal stress on bottom surface
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