Track Irregularities Research Articles

Effect of Track Spectrum on the Dynamic Responses of Passenger–Train–Bridge System

To study the influence of the Chinese high-speed railway ballastless track spectrum and the German low-interference spectrum on riding comfort, a long-span highway-railway suspension bridge is studied as an example, and a passenger–train–bridge coupling model is established based on the structural dynamics. The vibration responses of the passenger–train–bridge system during the CRH2C train running on the bridge are studied by a combination of the self-written computer program and general finite element software, considering the hunting movement, and the riding comfort of trains and passengers is evaluated using [Formula: see text] and ISO-2631 standard, respectively. The results show that track irregularity has a few effects on the lateral vibration of the bridge. Compared with the German low-interference spectrum, the Chinese high-speed railway ballastless track spectrum has less exciting effects on the vibration of the passenger–train–bridge system and better riding comfort. Passengers in the middle of the train and on the middle seats of the same train have better riding comfort, and with the increase of train speed, the riding comfort of passengers will gradually reduce. Instead of passenger responses, the riding comfort classification based on the car body is overestimated.

The analysis for fatigue caused by vibration of railway composite beam considering time-dependent effect

The time-dependent effects in steel-concrete composite beam bridges can intensify track irregularities, subsequently leading to amplified train-bridge coupling vibrations. This phenomenon may increase the stress amplitudes in the bridge steel, thereby impacting the fatigue performance of the composite structures. This paper employs multiple rigid body dynamics to construct a high-speed train model and utilizes the finite element method to develop a steel-concrete composite beam element model that accounts for time-dependent effects, interfacial slip, and shear hysteresis. This approach enables the computational analysis of the train-bridge coupling system, facilitating an investigation into the influence of concrete’s time-dependent effects on the fatigue performance of railway steel-concrete composite bridges. Focusing on a 40-m simply supported composite bridge, the train-bridge coupling dynamic responses were computed for each operational year within a decade of the completion of construction. Applying the P-M linear fatigue damage accumulation theory, statistical analysis of stress history data across various operational periods was conducted to quantify the fatigue damage induced by a single eight-car high-speed train on the lower flange of the mid-span steel beam and the beam-end studs. The findings reveal that the beam-end studs sustain greater damage than the mid-span steel beam. Moreover, the detrimental impact of time-dependent effects diminishes with the increase of operational years. Notably, compared to the initial year, the fatigue damage to the lower flange of the mid-span steel beam by an eight-car train in the tenth year has surged by 39.3%. Conversely, the damage to the beam-end studs has decreased by 47.5%.

Carbody sway behaviour of railway vehicles due to track irregularity from rail alternate side wear

AbstractTrack irregularity from rail alternate side wear is manifested as uneven rail wear waveforms alternating in the left and right rails with equal intervals, which will cause carbody sway behaviour of railway vehicles and greatly influences the passenger comfort. In this work, the carbody sway behaviour and mechanism due to track irregularity from rail alternate side wear and possible solutions to this issue were studied by the field testing and numerical calculation approaches. First, the carbody sway of an urban rail transit train is introduced with full-scale field tests, through which the rail alternate side wear is characterized and the formatted track irregularity are presented. Then, multibody vehicle dynamic models are developed to reproduce the carbody sway behaviour induced by the track irregularity from the rail alternate side wear. The creep forces acting on the wheel and rail are preliminarily discussed to study the influence of the carbody sway on the wear of the wheel flange and the rail corner. Finally, some potential solutions, e.g. improving the damping ratio of carbody rigid mode and rail grinding, are proposed to relieve this issue. It is concluded that an increased damping ratio of the carbody mode can alleviate the carbody sway and wheel–rail interactions, while properly maintaining track conditions can improve the vehicle performance.

Metaheuristic tuned decentralized PID controller based active suspension system for railway vehicle

AbstractA high‐speed railway system is one of the sustainable alternatives to other modes of transportation and may connect the most congested urban cities with minimum carbon emissions. However, the vibration intensity increases as the train's operating speed increases, resulting in deteriorated ride comfort and stability. Hence, this article investigates a 27‐degree‐of‐freedom (DOF) dynamic model of railway vehicles with an improved active suspension system. The decentralized control structure performs the controlling action with five optimized Proportional Integral Derivative (PID) controllers that suppress the vehicle body's vertical, lateral, pitch, roll, and yaw motions. Further, to optimize the PID parameters, three metaheuristic optimization techniques, Genetic algorithm (GA), Grey Wolf Optimization (GWO), and Flower Pollination Algorithm (FPA), are utilized, and their simulated results are compared with the passive system as well as other conventional tuning technique. Moreover, the performance of the proposed control strategy is evaluated in the frequency domain under random track irregularities, and the results are characterized in terms of power spectral densities (PSDs). The simulated results show that among the proposed metaheuristic algorithms, FPA outperforms with a significant reduction in vehicle vibration compared to other tuning methods. The percentage reduction of the vertical, lateral, pitch, rolls, and yaw accelerations is 71.4%, 35.1%, 52.8%, 48.1%, and 38.2%, respectively, ensuring enhanced vehicle ride comfort.

Investigation of the Strength and Dynamic Load on a Wagon Covered with Tarpaulin for 1520 mm Gauge Lines

Higher efficiency of rail transportation at the present stage of development of the transport industry necessitates the creation and introduction of rail vehicles with improved technical and economic characteristics among which is reduced tare weight. The issue of reducing the tare weight of wagons is quite urgent. It deals not only with the sprung mass of the wagon but also with the load on the rail track, which is under the influence of constant cyclic loads. Therefore, the present study deals with the development of a wagon covered with tarpaulin for carrying goods requiring protection against the environment. The loads inherent for operation on 1520 mm gauge lines are considered. The covered wagon mod. 11-217 is chosen as a prototype. The profiles of the covered wagon frame components are selected according to the moment of resistance of their cross-sections. It is found that the proposed design has a 16% lower tare weight than that of the prototype. The results of the strength calculation for the wagon under the main design operating modes have proved the feasibility of its structural design. The motion of the covered wagon over a track irregularity has been assessed as ‘excellent’. The results of the study will contribute to the creation of recommendations for the development of modern structures of covered wagons as well as improve the efficiency of railway transportation.

Acquiring the High-Precision Spectrum of Track Irregularity by Integrating Inclination in Chord Methods: Mathematics, Simulation, and a Case Study

Acquiring the High-Precision Spectrum of Track Irregularity by Integrating Inclination in Chord Methods: Mathematics, Simulation, and a Case Study

Validation of a scaled dynamic test system for simulating a high‐speed train passing bridges under seismic excitation

AbstractThis study presents the validation of a dynamic test system to simulate a high‐speed train passing bridges under seismic excitation. The system comprises scaled models of a CRH380A high‐speed train and an 11‐span simply supported bridge on a shake table array. This innovative apparatus combines seismic loading with the moving train load to replicate train‐track‐bridge interaction (TTBI) during earthquakes. It allows investigation of various train speeds and seismic excitations, providing invaluable insights into TTBI. First, the detailed similarity design principle based on the equations of motion was discussed, and its applicability to the wheel‐rail contact relationship was verified. Then, the dynamic characteristics of the scaled model were identified, and the impact of the error between the scaled model and the theoretical model on the TTBI response was assessed. Furthermore, the comparison of the dynamic test model and the numerical simulation in acceleration responses validated the accuracy of the rigid‐flexible coupling model method for the actual TTBI system. Test cases without external excitation, with simple harmonic excitation and with seismic excitation were conducted on the dynamic test system. Results showed that the influence of track irregularity and running speed on train response aligns with the classical train‐bridge interaction theory. The successful implementation of this test system marks a significant advance in understanding TTBI mechanics and has significant implications for seismic safety enhancement of railway infrastructure.

Track vertical irregularity estimation for railway bridges using a novel and lightweight deep-learning architecture

A comprehensive methodology is presented for the estimation of track vertical irregularities of railway bridges from vehicle responses, based on a novel and lightweight multi-layer-perceptron (MLP) deep learning architecture. Firstly, a vehicle–track–bridge interaction (VTBI) model is established for the generation of the datasets of deep learning networks. Secondly, the lightweight deep learning architecture is meticulously designed to identify the track's vertical irregularities. Then, the effectiveness of the proposed technique is validated through examples of a single-span simple bridge and a three-span bridge. Further, the sensitivity of the present method against various factors is investigated, including different combinations of vehicle responses, measurement noise, vehicle speed and different classes of track irregularity. It is confirmed that the identified track irregularities of the railway bridges, regardless of irregularity class and noise level, are in excellent agreement with the ground-truth ones. The increase in vehicle speed to some extent reduces the estimation accuracy of the irregularity. The proposed method has higher identification accuracy and efficiency for longer irregularity sequences of multi-span railway bridges.

Dynamic modelling and analysis of a physics-driven strategy for vibration control of railway vehicles

This work introduces a new control strategy that prioritises low computational load and ease of implementation, with the objective of enhancing the vertical suspension performance of railway vehicles. The vibration isolation technology that leverages the interaction and combination of structure, device, and control is discussed. The advantage of the combination of structure and control is investigated. The phase–frequency relationship of the control strategy and the dynamic response under various physical structural configurations are analyzed. Furthermore, a physics-driven control strategy is presented, in which the optimised structure can enhance the control effect. To verify the proposed physics-driven strategy, the fundamental mechanism between the control strategy and the physical structure is investigated, and the performance of the physics-driven strategy based on inertial suspensions is verified under modified track irregularity with periodic roughness. The results indicate that the proposed physics-driven strategy can significantly improve the vibration isolation quality. For example, the acceleration of a car body is over 10% lower than that realised with the traditional suspension. Furthermore, the physics-driven control strategy maintains the simplicity of the conventional skyhook damper control. This work proposes a new design principle for vibration control systems that has significant potential for practical applications.

Research on control parameters of high-speed maglev train under stochastic track irregularities

During operational phases, maglev trains encounter track irregularities, presenting a formidable challenge to the integrity of their control systems owing to the inherently stochastic nature, a challenge accentuated in the context of high-speed maglev trains. This study aims to comprehensively examine control parameters within the context of stochastic excitation resulting from track irregularities. Through the development of a rigorous stochastic response analysis model utilizing the pseudo excitation method, the investigation delves into the dynamics of an EMS-type high-speed maglev train-rigid track system. Evaluation indices, derived from the power spectral density of the maglev train's response, are established to quantify both control stability and operational stability. Subsequently, based on these indices, a recommended range of PD control parameters is proposed, accounting for the requirements stipulated by the evaluation metrics. The study elucidates that variation in PD control parameters exert discernible effects on the system's stability, primarily altering the nature frequency and damping ratio. Specifically, control stability demonstrates a positive correlation with increasing PD control parameters, while operational stability exhibits a nuanced relationship—initially bolstered by escalating proportional coefficients but subsequently tempered, albeit gradually, with heightened derivative coefficients. The delineated range of values for PD control parameters is meticulously determined, considering pertinent physical parameters of the electromagnetic system, such as mass, static suspension current, and static suspension gap, alongside factors like the Sperling indicator and suspension gap variation.

The effect of fastener clip fatigue for high-speed railway on vehicle-track dynamic interaction: Numerical analysis and probabilistic evaluation

To investigate the vehicle-induced fatigue damage evolution of fastener clips and their impact on the vehicle-track (VT) system, a numerical dynamic model is established to achieve probabilistic evaluation. The “rain flow” counting method is adopted to describe the stress cycles of the hazard area of the clips, and the S-N curve is used to predict the fatigue life of the clips. The solution of the dynamic equation of motion is obtained by the time-domain Green's function method, which is an effective method to improve computational efficiency. A versatile iterative algorithm is adopted to solve the nonlinear system considering the damaged clips. In the probabilistic evaluation framework, a novel random field method is employed to depict the spatial variability of clips’ strength. The applicability of the model established in this work in aspects of expressing random damage of fasteners and evaluating the dynamic behavior of the system is demonstrated by different numerical examples. The results show that the dynamic responses of the train and track system significantly exacerbate as the number of train cycles increases, which is closely related to the variability and non-uniform damage of the fasteners. The probability of cumulative damage to the fasteners induced by the train follows a three-stage rule, and the fatigue damage of the non-uniform fastener system caused by the train is greater than that of the uniform situation. In addition, the short wave components of track irregularity will significantly exacerbate the damage to fasteners and therefore degrade the status of the railway line. As the driving speed increases, the damage to the fasteners also increases, but the impact of vehicle speed on the fastener damage is smaller than that of track irregularity, especially in the range of fatigue damage greater than 0.9. Therefore, maintaining the geometric smoothness of the track, controlling the uniformity of the mechanical properties of the fasteners, and reducing the driving speed are feasible measures to extend the service life of the fastener system, thereby ensuring the operation of high-speed trains.

Оценка влияния неровностей и модели рельсового пути на динамические качества грузового вагона

Objective: compare the requirements of documents RD 32.68-96 and PNST 511-2020 regarding the assignment of unevenness of rail threads during computer modeling of railway crews. To evaluate the influence of irregularities and the model of the rail track on the dynamic qualities of a freight car when moving along straight and curved sections. Methods: a review and analysis of various standards for calculated track irregularities (RD 32.68-96 and PNST 511-2020), as well as an assessment of the influence of the rail track model on dynamic qualities of a freight car, allowed to form the most representative calculation cases for modeling the movement of a railway carriage along a track of various designs (straight, curved sections) and conduct a study of the dynamics of a freight car in a specialized environment the Universal Mechanism software package. Results: a comparison of different regulatory documents used in the Russian Federation and the current standards for calculated track irregularities has been carried out. Computer modeling methods have been used to obtain histograms of various indicators for a universal gondola car mounted on bogies of model 18-100 when moving along a path of various designs. Practical importance: the obtained results of the work can later be used to develop the theoretical foundations of the national standard on railway track irregularities for modeling the movement of rolling stock.

Non-linear influences of track dynamic irregularities on vertical levelling loss of heavy-haul railway track geometry under cyclic loadings

Abstract With an emphasis on the combined degradation of railway track geometry and components, a new numerical-analytical method is proposed for predicting the track geometrical vertical levelling loss (VLL). In contrast to previous studies, this research unprecedentedly considers the influence of initial track irregularities (ITI) on VLL under cyclic loadings, elastic-plastic behaviour, and different operational dynamic conditions. The non-linear numerical models are simulated using an explicit finite element package known as LS-Dyna, and their results are validated by full-scale experimental and field measurement data. The outcomes are iteratively regressed by an analytical logarithmic function that cumulates permanent settlements, which innovatively extends the effect of ITI on VLL in a long-term behaviour. For a typical heavy-haul railway operating under 30 tons axle load and 60 km/h train velocity, the result indicates that the set of ITI with the highest standard deviation (SD) of vertical profile (VP) degrades faster (37% on average) than that with the lowest SD. Additionally, our new findings reveal that the worst scenario is related to a train running at 60 km/h and carrying a load of 20 tons/axle in an uneven track whose SD of VP evolves from 3.23 mm at N = 0 (ITI) to 7.20 mm, whereas the best one corresponds to a train at 60 km/h and 30 ton axle load in an uneven track whose SD of VP downgrades from 0.48 to 1.50 mm, both at 3 M cycles (or 60 million gross tons). These findings indicate the importance of considering the ITI for predicting track geometrical VLL under cyclic loadings. Therefore, based on this research, an acceptable condition (thresholds) of ITI can be redefined for a minimum effect on VLL, which can support the development of practical maintenance guidelines to extend the railway track service life.

Modelling and analysis of train-track-subgrade-soil dynamic interaction subjected to the interfacial damage of slab induced by uneven settlement

In this paper, a dynamic model is established to investigate the dynamic behavior of train-track-subgrade-soil (TTSS) interaction. The effects of interfacial damage of the track slab induced by soil settlement on the dynamic interaction system are considered. The model framework is established by the finite element method. The soil settlement-induced track deformation is calculated by a practical iteration algorithm, where the nonlinear interfacial damage is simulated by the cohesive zone model. The simulation model is verified by comparison with other models. In regards to the excitations of the dynamic TTSS interaction system, two types of track irregularities are considered, namely the conventional track irregularities generated by known spectrums, and the additional irregularities caused by soil settlement. In the numerical study, the dynamic performances of the TTSS interaction subjected to interfacial damage, and soil settlement are compared. Next, the short wavelength irregularity is discussed as well. From the results, the vibration enhancement can be observed in the time and frequency domain. The interfacial damage of the track enhances the vibration both in low- and high-frequency domains, while the impacts of settlement are only observed in the frequency band of 0∼3 Hz. The frequency band of vibrations triggered by short wavelength irregularities is correlated with its wavelength range. Moreover, the settlement with different wavelengths and amplitudes is studied. It is shown that the increase of settlement amplitude and decrease of settlement wavelength lead to higher damage degree in amplitude and wider spatial distribution. In regards to the dynamic responses, the vehicle accelerations, wheel-rail contact forces, track displacement, and soil displacement are more sensitive to the settlement amplitudes varying from 10 to 80 mm, while the sensitive settlement wavelength is concentrated in 20 to 40 m.

Quantitative Detection of Vertical Track Irregularities under Non-Stationary Conditions with Variable Vehicle Speed.

Track irregularities directly affect the quality and safety of railway vehicle operations. Quantitative detection and real-time monitoring of track irregularities are of great importance. However, due to the frequent variable vehicle speed, vehicle operation is a typical non-stationary process. The traditional signal analysis methods are unsuitable for non-stationary processes, making the quantitative detection of the wavelength and amplitude of track irregularities difficult. To solve the above problems, this paper proposes a quantitative detection method of track irregularities under non-stationary conditions with variable vehicle speed by order tracking analysis for the first time. Firstly, a simplified wheel-rail dynamic model is established to derive the quantitative relationship between the axle-box vertical vibration and the track vertical irregularities. Secondly, the Simpson double integration method is proposed to calculate the axle-box vertical displacement based on the axle-box vertical acceleration, and the process error is optimized. Thirdly, based on the order tracking analysis theory, the angular domain resampling is performed on the axle-box vertical displacement time-domain signal in combination with the wheel rotation speed signals, and the quantitative detection of the track irregularities is achieved. Finally, the proposed method is validated based on simulation and field test analysis cases. We provide theoretical support and method reference for the quantitative detection method of track irregularities.

Coupling effect of track irregularity and wheel–rail contact conicity on carbody swaying of a metro vehicle: an experimental investigation

A carbody swaying with low frequency of about 2 Hz occurs during vehicles with linear induction motors (LIM) running in shallow curve and straight sections on a China metro line, which significantly deteriorates the ride comfort of passengers. A series of field tests were carried out to identify the main cause and possible solutions. During the tests, the vibration characteristics, dynamic performance, wheel–rail contact condition and track condition were analysed. The test results show that the abnormal carbody swaying is a manifestation of a frequency coupled resonance between the track excitation frequency, bogie hunting frequency and carbody modal frequency at the operating speed. The periodic excitation of the track is the periodic track alignment irregularity with a wavelength of 11–13 m, which is caused by rail surface wear during long-term operation. The carbody swaying can be suppressed by reprofiling the wheel tread to LMA and optimising the suspension parameters.

Damage behaviour of rail flash-butt welding joints under controlled impact kinetic energy

Rail welded joints are a critical component of seamless railway tracks, and they are essential for maintaining the continuity and smoothness of the tracks. However, they also represent weak points in the entire track, which makes these areas susceptible to frequent damage and rail breaks. This study employs an impact wear testing platform with controlled energy to compare and analyse the impact wear characteristics of three different locations (i.e., weld zone, heat-affected zone and base material) on the U75VG flash-butt welding joint. Results indicate significant differences in material properties, such as hardness and microstructure, within different zones of the flash welded rail joints, which leads to varying impact damage behaviours. The heat-affected zones, which are located on both sides of the weld zone, exhibit the weakest ability to resist impact deformation. Thus, these areas are the most vulnerable in the entire welded rail joint and are prone to damages, such as squat. In general, damage in different zones of the welded joint gradually evolves from plastic deformation and local pitting into fatigue wear with delamination as the main failure mechanism, while the surface of the heat-affected zone tends to develop an oxide debris layer. The distinct damages observed in different zones of the welded joint pose challenges to the problem of track irregularities. This study offers a theoretical framework for predicting the evolution of damage in welded joints.

Research on the influence of flexible wheelset rotation effect on wheel rail contact force

PurposeUnder the high-speed operating conditions, the effects of wheelset elastic deformation on the wheel rail dynamic forces will become more notable compared to the low-speed condition. In order to meet different analysis requirements and selecting appropriate models to analyzing the wheel rail interaction, it is crucial to understand the influence of wheelset flexibility on the wheel-rail dynamics under different speeds and track excitations condition.Design/methodology/approachThe wheel rail contact points solving method and vehicle dynamics equations considering wheelset flexibility in the trajectory body coordinate system were investigated in this paper. As for the wheel-rail contact forces, which is a particular force element in vehicle multibody system, a method for calculating the Jacobian matrix of the wheel-rail contact force is proposed to better couple the wheel-rail contact force calculation with the vehicle dynamics response calculation. Based on the flexible wheelset modeling approach in this paper, two vehicle dynamic models considering the wheelset as both elastic and rigid bodies are established, two kinds of track excitations, namely normal measured track irregularities and short-wave irregularities are used, wheel-rail geometric contact characteristic and wheel-rail contact forces in both time and frequency domains are compared with the two models in order to study the influence of flexible wheelset rotation effect on wheel rail contact force.FindingsUnder normal track irregularity excitations, the amplitudes of vertical, longitudinal and lateral forces computed by the flexible wheelset model are smaller than those of the rigid wheelset model, and the virtual penetration and equivalent contact patch are also slightly smaller. For the flexible wheelset model, the wheel rail longitudinal and lateral creepages will also decrease. The higher the vehicle speed, the larger the differences in wheel-rail forces computed by the flexible and rigid wheelset model. Under track short-wave irregularity excitations, the vertical force amplitude computed by the flexible wheelset is also smaller than that of the rigid wheelset. However, unlike the excitation case of measured track irregularity, under short-wave excitations, for the speed within the range of 200 to 350 km/h, the difference in the amplitude of the vertical force between the flexible and rigid wheelset models gradually decreases as the speed increase. This is partly due to the contribution of wheelset’s elastic vibration under short-wave excitations. For low-frequency wheel-rail force analysis problems at speeds of 350 km/h and above, as well as high-frequency wheel-rail interaction analysis problems under various speed conditions, the flexible wheelset model will give results agrees better with the reality.Originality/valueThis study provides reference for the modeling method of the flexible wheelset and the coupling method of wheel-rail contact force to the vehicle multibody dynamics system. Furthermore, by comparative research, the influence of wheelset flexibility and rotation on wheel-rail dynamic behavior are obtained, which is useful to the application scope of rigid and flexible wheelset models.

Study on driving safety of vehicle-bridge interaction system based on ultra-high-dimensional point-selected extremum methods

ABSTRACT The driving safety indexes involve the geometric nonlinear contact relationship of the wheel and rail and the high-frequency vibration of the wheel-set. The calculation of their probability characteristic parameters requires very precise selection of random excitation samples. Track irregularity is an essential external excitation force in the vehicle-bridge interaction system (VBIS). Besides, many random phase angles must be considered when using the harmonic superposition method to simulate VBIS, leading to the ultra-high-dimensional random variables problem. Thus, this paper proposes a square power point method and a pseudo-random sequence (Sobol sequence) based on a number theoretic approach to model ultra-high dimensional random variables accurately. This strategy reduces the deviation between the representative track irregularity samples (TIS) and can be applied to fields of strongly nonlinear and high-frequency vibration. Then, by increasing the number of representative TIS, the deviation between response samples caused by non-linear factors can be significantly reduced. Finally, this paper proposes a threshold method for driving safety indexes that determines the service life of bridges, which can quickly obtain the threshold of its extreme value distribution through the cumulative distribution function, and establish the relationship between the threshold and the number of trains travelled. The above theories are verified by calculation examples, and some engineering suggestions are obtained.

Dynamic behavior of different kinds of rack vehicles

For the sake of improving climbing ability of railway vehicle, gear-rack system is added to traditional vehicle to form rack vehicle. Aiming at the influence of the different gear-rack systems on the rack vehicle dynamic behavior, this article considers the gear-rack meshing impact based on the analysis of the generation mechanism of the gear-rack meshing excitation. The gear-rack meshing model and four kinds of rack vehicle coupled dynamics models are established, and the model is verified by experiments. Based on the model, the gear-rack nonlinear meshing behavior and rack vehicle dynamics characteristic of two kinds of Strub system, double row teeth Abt system and Locher system under different slopes is explored. and the dynamic characters of the rack vehicle system is analyzed. Finally, the optimal gear-rack system is obtained by comparing the dynamic behavior of different vehicles. The results show that: The dynamic behavior of rack vehicles with different gear-rack systems is significantly different, and Locher system has the optimal dynamic behavior. The gear-rack nonlinear meshing behavior and the vehicle safety of the coaxial Strub system and the double row teeth Abt system are poor, which are obviously affected by the track irregularity. The impact of the gear-rack nonlinear contact force of the coaxial Strub system reaches 29.8 kN. The maximum wheel/rail vertical force of the double row teeth Abt system reaches 51.4 kN. The vehicle stability of the different shaft Strub system is the worst, and the maximum stability index is 1.368. The conclusion of this paper provides theoretical support for the design and safe operation and maintenance of the world’s mountainous rack railway.