Improving a methodology of theoretical determination of the frame and directing forсes in modern diesel trains

Authors

  • Vitalii Kovalchuk Lviv branch of Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan I. Blazhkevych str., 12a, Lviv, Ukraine, 79052, Ukraine https://orcid.org/0000-0003-4350-1756
  • Andriy Kuzyshyn Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan Lazaryana str., 2, Dnipro, Ukraine, 49010, Ukraine https://orcid.org/0000-0002-3012-5395
  • Sergey Kostritsya Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan Lazaryana str., 2, Dnipro, Ukraine, 49010, Ukraine https://orcid.org/0000-0002-7922-0975
  • Yulia Sobolevska Lviv branch of Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan I. Blazhkevych str., 12a, Lviv, Ukraine, 79052, Ukraine https://orcid.org/0000-0002-8087-2014
  • Andriy Batig Lviv Research Institute of Forensic Sciense Lypynskoho str., 54, Lviv, Ukraine, 79024, Ukraine https://orcid.org/0000-0003-1205-6004
  • Stepan Dovganyuk Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan Lazaryana str., 2, Dnipro, Ukraine, 49010, Ukraine https://orcid.org/0000-0003-1320-3192

DOI:

https://doi.org/10.15587/1729-4061.2018.149838

Keywords:

diesel train, frame force, wheel set, directing force, railroad, irregularity

Abstract

The method for determining the directing force was improved, taking into consideration the effect of transverse creep forces and the angle of the directing force inclination to the vertical axis.

It was established that when determining the directing force, it is necessary to check the gap between the wheel flange and the rail head which is difficult to realize without computer simulation.

When determining the frame force on the axle of the wheel set, a comprehensive approach was adopted taking into account geometric irregularities of the track path, both in vertical and horizontal planes; longitudinal and transverse creep forces at the point of the wheel-rail contact and influence of adjacent wheel sets of the diesel train car.

Dependences of the frame and directing forces on speed of the carriage movement and the value of amplitude of the horizontal irregularity of the rail track were obtained. It was established that when moving in the straight section of the track, an increase in speed from 0 m/s to 50 m/s results in a rise in the value of the frame force: up to 8.3 kN for the first wheel set and 19.37 kN for the second wheel set and the directing force up to 31.38 kN for the first wheel set and up to 46.83 kN for the second wheel set. The increase in amplitude of the horizontal irregularity of the track, which is one of the primary causes of occurrence of forced oscillations of the carriage section above the springs also leads to an increase in numerical values of the forces of interaction of the rolling stock with the rail track. All this can bring about an increased power influence of the wheel set on the track and a negative impact on the basic criteria of traffic safety.

Influence of the carriage movement speed on the value of transverse creep forces was studied. It has been established that with an increase in the carriage speed from 0 m/s to 50 m/s, these forces grow from 0 to 15.75 kN for the 1st wheel set and from 0 to 29.22 kN for the 2nd wheel set. This indicates impermissibility of neglecting the transverse creep forces when determining the directing force.

Comparison of numerical values of the directing force determined by different methodologies was performed. It has been established that the methodology used in conducting forensic examination of railroad accidents may result in underestimation of fulfillment of the derailing condition. At the same time, calculations according to the formula improved in this study give an opportunity to obtain the results most approximate to the real operation conditions.

Comparison of the experimental and theoretical calculated values of the frame force acting on the first wheel set of the diesel train car was made and their practical coincidence was shown. Discrepancy of the compared values of the frame force was within 7.2 %

Author Biographies

Vitalii Kovalchuk, Lviv branch of Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan I. Blazhkevych str., 12a, Lviv, Ukraine, 79052

PhD

Department of rolling stock and track

Andriy Kuzyshyn, Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan Lazaryana str., 2, Dnipro, Ukraine, 49010

Рostgraduate student

Department of Theoretical and Construction Mechanics

Sergey Kostritsya, Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan Lazaryana str., 2, Dnipro, Ukraine, 49010

PhD, Associate Professor

Department of Theoretical and Construction Mechanics

Yulia Sobolevska, Lviv branch of Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan I. Blazhkevych str., 12a, Lviv, Ukraine, 79052

PhD, Associate Professor

Department of Basic Disciplines

Andriy Batig, Lviv Research Institute of Forensic Sciense Lypynskoho str., 54, Lviv, Ukraine, 79024

Senior Researcher

Laboratory of Railway Transport Research

Stepan Dovganyuk, Dnipropetrovsk National University of Railway Transport named after Academician V. Lazaryan Lazaryana str., 2, Dnipro, Ukraine, 49010

PhD, Doctor of Historical Sciences, Associate Professor

Department of Wagons and carriage facilities

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Published

2018-12-07

How to Cite

Kovalchuk, V., Kuzyshyn, A., Kostritsya, S., Sobolevska, Y., Batig, A., & Dovganyuk, S. (2018). Improving a methodology of theoretical determination of the frame and directing forсes in modern diesel trains. Eastern-European Journal of Enterprise Technologies, 6(7 (96), 19–26. https://doi.org/10.15587/1729-4061.2018.149838

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Section

Applied mechanics