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    Derailment Mechanism

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    kr_abhijeet72356587
    Derailment occurs when a wheel or set of wheels leaves the rail top surface. There are two types: sudden derailments caused by sudden load shifts or component failures, and gradual derailments caused by flange climbing due to track or vehicle defects. Positive angularity, where the flange leads the tread contact, can cause flange climbing if lateral flange forces exceed 1.4 times the wheel load. Thorough investigation of track and vehicle conditions is needed to determine the root cause of a derailment.

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    Derailment Mechanism

    Uploaded by

    kr_abhijeet72356587
    1K views39 pages
    Derailment occurs when a wheel or set of wheels leaves the rail top surface. There are two types: sudden derailments caused by sudden load shifts or component failures, and gradual derailments caused by flange climbing due to track or vehicle defects. Positive angularity, where the flange leads the tread contact, can cause flange climbing if lateral flange forces exceed 1.4 times the wheel load. Thorough investigation of track and vehicle conditions is needed to determine the root cause of a derailment.

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    Derailment occurs when a wheel or set of wheels leaves the rail top surface. There are two types: sudden derailments caused by sudden load shifts or component failures, and gradual derailments caused by flange climbing due to track or vehicle defects. Positive angularity, where the flange leads the tread contact, can cause flange climbing if lateral flange forces exceed 1.4 times the wheel load. Thorough investigation of track and vehicle conditions is needed to determine the root cause of a derailment.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
    1K views39 pages

    Derailment Mechanism

    Uploaded by

    kr_abhijeet72356587
    Derailment occurs when a wheel or set of wheels leaves the rail top surface. There are two types: sudden derailments caused by sudden load shifts or component failures, and gradual derailments caused by flange climbing due to track or vehicle defects. Positive angularity, where the flange leads the tread contact, can cause flange climbing if lateral flange forces exceed 1.4 times the wheel load. Thorough investigation of track and vehicle conditions is needed to determine the root cause of a derailment.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PPT, PDF, TXT or read online from Scribd
    Download as ppt, pdf, or txt
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    Derailment Mechanism

    By A.K.Mondal Sr. Prof. (RST)/IRIMEE

    Derailment
     Definition Derailment of rolling stock is defined as a wheel or set of wheels leaving their due place from the rail top surface.  There are two type of derailments: (a) Sudden derailments instant dismounting of wheel from wheel. (b) Gradual derailments Gradual climbing of flange on the rail

    Sudden derailments
    Causes

    Sudden shifting of load  Excessive speed on curve or turn out  Broken wheels/springs  Failure of track or vehicle component  Obstruction on track
    

    Gradual derailment by flange climbing


    The cause of accident may be singly or jointly any of the following: (i) Track defects (ii) Vehicle defects (iii) Unfavorable operating features

    Derailment Causes
    Overturning of Vehicles Irregular Loading Injudicious control of train Defects in Obstruction or discontinuity of track Defects in signaling and interlocking Over speed

    Gradual Derailment

    Rail wheel contact

    Derailment
    It is defined as a wheel or set of wheels leaving their due place from the rail top surface . The theoretical aspects concerning derailments are : Derailment mechanism Wheel off loading Vehicle oscillation Lateral stability of track

    1. 2. 3. 4.

    Derailment Mechanism

    ANGULARITY OF AXLES
    Axle may assume angularity to track due to lateral shift of axle Or misalignment in under frame of vehicle

    12

    Positive angularity

    Positive angularity
    The flange contact leads the tread contact. It is called a case of leading contact. The longitudinal distance between the tread and flange contacts being called positive eccentricity.

    Positive angularity

    Positive angularity
    Y/Q = (Tan - u) / 1+ u Tan Where, u = coefficient of friction = Flange force Y = Lateral flange force Q =Wheel load R = Normal reaction from rail For safety Y/Q should not exceed 1.4. This is considered the critical value. It should lie between 0.8 & 1 for safe running.

    FACTORS EFFECTING DERAILING & RESTORING FORCES


    Rusted Rails- increases Newly Turned Wheels-Tool marks increases Sanding of Rails-Sand particles between flange and rail increase Thin & Sharp Flange has more biting on rail to increase
    increases due to the following

    Increase in Positive Angularity of Axle Slack Gauge, Excessive axle box clearances, Under frame distortion, Wheel diameter variations, improper brake rigging etc. 17

    FACTORS EFFECTING DERAILING & RESTORING FORCES


    Increase in effective conicity Increased lateral acceleration increases vertical oscillation due to coning Increase in play between wheel set and track-slack gauge,thin flange,axle box clearances Excessive play between wheel set and track increases axle angularity thus increasing 18

    Negative angularity
    In this case the wheel set makes flange contact near its trailing edge. The flange contact trails the tread contact. It is a case of trailing contact, the longitudinal distance between the two contacts is called ve eccentricity. Such angularity is called ve angularity and angle between wheel alignment and the rail is called ve angle of attack.

    Negative angularity

    Zero angularity
    In this case the frictional force acts horizontally as shown in sketch.

    VEHICLE OSCILLATIONS

    22

    MODES OF OSCILLATION
    AXIS X Y Z MODES OF OSCILATION LINEAR ROTATIONAL Shuttling Rolling Lurching Bouncing Pitching Nosing or Yaw
    23

    Wheel off loading


    Nominal wheel load It is half the axle load as obtained when defect free vehicle with non eccentric loading on level track with perfect geometry. Instantaneous wheel load It is the axle wheel load at any given instant of time during the motion of a wheel set. It constantly varies time. On loading of wheel - When instantaneous wheel load is greater than the nominal wheel load.

    Off loading of wheel When the instantaneous wheel load is less than the nominal wheel load . Most of the derailments take place due to gradual off loading and climbing of the wheel flange on the rail table. It is evidenced in such cases that the wheel travelled on the rail table for quite a few feet before finally falling outside the rail. But in this case the wheel may simply jump over the rail and derails leaving no marks of mounting on the rail table.

    Vehicle oscillation
    It depends upon Unequal spring characteristics Vertical irregularities of track Uneven loading of wagon Axle load variations during run Dynamic aspects

        

    SINGLE WHEEL SET RUNNING ON TRACK

    TRACK GAUGE WHEEL GAUGE FLANGE THICKNESS

    1676MM 1600MM 28.5MM

    STANDARD PLAY DYNAMIC GAUGE(G) RAIL HEAD/DISK THICKNESS

    19MM 1750MM 67MM /127MM


    27

    SINUSOIDAL MOTION OF FREE ROLLING WHEEL SET

    28

    29

    Reasons for load variations


    Weight transfer due to traction forces Load fluctuation owing to bogie and body oscillations Load variation due to track conditions Initial distortion of the vehicle Uneven distribution of payload

    30

    Lateral stability of track


    The following factors directly affects Packing underneath the sleepers Rail sleeper fastenings Efficiency of drainage Formation Condition of ballast

    Track Irregularity & Oscillations Track Irregularity Low joints, Unevenness, loose packing etc. Alignment or Gauge faults Oscillation Mode Bouncing, Pitching Lurching or Nosing or Rolling Rolling Affects Q

    Y Y Q Q

    Twist

    32

    CRITICAL SPEED

    As speed of Vehicle picks up, two type of hunting oscillations: Primary hunting-Occurs at low speeds. Vehicle body oscillations are high but bogie is stable  Secondary hunting-Occurs at high speeds. Vehicle body is relatively stable but bogie oscillations are high Bogie is stable if oscillations due to disturbance decay. If oscillations grow and increase exponentially, bogie becomes unstable. Speed at boundary of above two oscillations i.e. speed at which oscillations maintain its amplitude is called CRITICAL SPEED. Speed at which lateral and vertical acceleration become approx 0.8 g is critical speed
    33

    FACTORS EFFECTING CRITICAL SPEED


    Inversely proportion to conicity of wheels. Axle Box Clearance-Lateral &Longitudinal Rotational stiffness of bogie. Total mass & distribution Suspension System Stiffness in various modes of oscillations Rolling stock is cleared for speed 10 to 15% lower below test speed. 34

    Rolling stock defects


    Wheel defects Improper clearance in axle boxes Difference in wheel diameters on same axle Irregular wheel gauge Improper fitment of wheels on the axle Wheel tyre being slack
    35

    Rolling stock defects


    Under frame defects Spring defects Buffer defects Brake system defects Sudden application of brakes Poor brake power and uneven braking

    36

    Derailment Investigation
    Unless cause is obvious e.g. Axle Breakage,Cattle run over etc , through investigation is necessary which find role of track and vehicle to cause: Flange force Y to increase  Wheel load Q to decrease  Angle of attack to increase

    List of defects help in analyzing and determining the most probable cause of derailment.
    37

    Site Investigation
    Sequence of site investigations.
         

    First considerations(Sequence of events) Site sketch Flange marks Operational Defects/Failures Track survey and examination Vehicle examination

    38

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