Analytical study on high-speed railway track deformation under long-term bridge deformations and interlayer degradation

Cooperative Work of CRTS II Slab Ballastless Track-32m Simply Supported Girder under Pier Settlement

“…In Table 6, the relative error of the maximum of downward between the results of this paper and the values in the research of Gou et al (2021) is less than 1% under different pier settlements.…”

“…In addition, Fig. 14 manifests that the down warping of the rail occurs above the In addition, the theoretical result of rail deformation without the shear cogging is compared with the research of Gou et al (2021). The maximum values of upward and downward deformations of the rail (i.e., the results of regions A and B in Fig.…”

“…However, the relative error of the maximum of upward decreases with the increase of the pier settlement and its value ranges from 6.6% to 20.1%. The elastic compression of the fastener is considered in the research of Gou et al (2021), while the theoretical calculation of this paper assumes that there is a contact relationship between the rail and the track plate because of the restraint of the rail support platform (i.e., the fourth assumption in Section 2.1). In fact, the upward of the ballastless track will cause the fastener to be in compression.…”

“…So far, a variety of researches about the mapping relationship associated with the above-mentioned objectives can be traced (He et al, 2018;Gou et al, 2018Gou et al, , 2019Gou et al, , 2021Feng et al, 2019;Zhou et al, 2020;Lai et al, 2021). In detail, He et al (2018) established a finite element model of the road-bridge transition section for the CRTS III ballastless track.…”

“…The model is capable of delineating the relationship between the rail deformation and different vertical and lateral deformation modes of the highspeed railway bridge. Further, Feng et al (2019) and Gou et al (2021) developed the analytical mapping model incorporating pier settlement and the rail deformation for CRTS II slab ballastless track, respectively. In addition, an analytical mapping model for lateral deformation of the bridge and the rail deformation was created based on the principle of stationary potential energy (Lai et al, 2021).…”