1. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Illustration of the element and contact scheme for the proposed simple model. (a) The DOF of the active proposed segment of the moving wheel element and (b) the contact scheme for the simple model. Figure Legend:

2. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 A wheel/rail contact tested case and the mesh of the complex model Figure Legend:

3. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Vertical (P) and horizontal (Q) contact forces and derailment coefficient (Q/P under train speed of 300 km/h) from the finite element analyses. (a) Contact forces (Q and P) between wheel and rail and (b) derailment coefficient (Q/P). Figure Legend:

4. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Illustration of the 3D rigid-body and spring–damper model of the high-speed train used in the parametric studies Figure Legend:

5. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Bridge pier, piles, and beam dimensions for the studied high-speed rail system Figure Legend:

6. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Finite element model of the multispan simply supported bridges (A = slave nodes to connect the beam to the concrete plate, C = slave nodes being the target nodes of train wheels, B = rail center nodes being the master nodes of nodes A and C, D = slave nodes to connect the concrete plate and the bridge beam center (master node), K rail = three-direction springs, and 6DOF spring = spring element for soil and foundation) Figure Legend:

7. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Illustration of the location of each wheel and bogie. (The location of the damaged primary or secondary suspension is set at point 1 or A on the nearby side of this picture for the parametric studies in this paper.) Figure Legend:

8. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Change in damage coefficients with time for wheel axes 1, 3, 5, and 9 with 60% damage to the primary suspension at location A in Fig. 5 (under train speed of 300 km/h without rail irregularities) Figure Legend:

9. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Change in the train derailment coefficient with the damage ratios of the damper and spring (under train speed of 300 km/h) Figure Legend:

10. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Changes in the train derailment coefficient with the damage ratio of the primary or secondary suspension (under train speed of 300 km/h without rail irregularities) Figure Legend:

11. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Changes in the train derailment coefficient with the train speed without rail irregularities Figure Legend:

12. Date of download: 9/17/2016 Copyright © ASME. All rights reserved. From: Study of Train Derailments Caused by Damage to Suspension Systems J. Comput. Nonlinear Dynam. 2015;11(3):031008-031008-8. doi:10.1115/1.4031196 Changes in the train derailment coefficient with the damage interval time without rail irregularities Figure Legend: