Experimental study on CRTS Ⅱ ballastless track-bridge structural system mechanical fatigue performance

Zhao, Lei; Zhou, Lang; Yu, Zhiwu; Mahunon, Akim D.; Peng, Xiusheng; Zhang, Yingying

doi:10.1016/j.engstruct.2021.112784

Cited by 16 publications

(2 citation statements)

References 44 publications

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“…The dynamic analysis of vehicle-bridge coupling with the proposed method provides a feasible and accurate solution for fatigue damage prediction under four load conditions studied, with the same cumulative fatigue damage prediction for both vehicle models for low speed and light load. Zhao et al [18] constructed a ballastless track prestressed simply supported concrete box girder with 1/4 proportion of specimens for the CRTS II (Type II of China Railway Track System), and a series of fatigue tests were performed on the structural system. Xu et al [19] presented a type of matrix coupling model for vehicle-track interaction analysis considering intersections.…”

Section: Introductionmentioning

confidence: 99%

Influence of Fastener Failure on Dynamic Performance of Subway Vehicle

Zhan¹,

Yuan²,

et al. 2022

Applied Sciences

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The track fasteners may be damaged by fatigue and impact load during long-term subway operation, resulting in the failure of the connecting components between the rail and the track plate, and the spacing of rail support becomes larger, resulting in an increase in its dynamic deformation, affecting the subway vehicle’s running performance, and, in severe cases, endangering the vehicle’s running safety. A vehicle-subway track system model was created to study the running performance of subway vehicles when fasteners failed. A multi-rigid, body spring damping system is used to describe the vehicle system. The model for the track system is created using the finite element method (FEM), and the vehicle dynamic performances under various fastener failure scenarios are calculated, as well as the vehicle’s running comfort and safety in various scenarios. The findings show that fastener failure has little impact on the vehicle’s running comfort but it has a significant impact on the vehicle’s wheel unloading ratio.

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Section: Introductionmentioning

confidence: 99%

Influence of Fastener Failure on Dynamic Performance of Subway Vehicle

Zhan¹,

Yuan²,

et al. 2022

Applied Sciences

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“…Jiang et al [15] studied the effect of the uneven settlement of the subgrade on the dynamic response of the track system. Meanwhile, some scholars have also researched the fatigue damage of ballastless tracks [16][17][18].…”

Section: Introductionmentioning

confidence: 99%

Influence of Structural Types of CRTS I Plate-Type Ballastless Track on Aerodynamic Characteristics of High-Speed Train

Bian

Zhang

2022

Urban Rail Transit

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In order to improve the running quality of trains on a ballastless track, the influence of the CRTS I ballastless track with different structures (flat-type and frame-type tracks) is investigated with respect to the aerodynamic characteristics of high-speed trains. In the present paper, the aerodynamic force changes on the head, middle, tail, and whole car of the high-speed train were studied under two conditions, with crosswind and without crosswind, and the influence of different crosswind speeds (10, 15, 20, 25, 30 m/s) on the aerodynamic force of the train was analyzed. The pressure and flow field distribution characteristics were also studied, and the reasons for the different aerodynamic characteristics of different track structures and trains running in different wind environments were analyzed, respectively. The results indicate that the ballastless track structure obviously influences the aerodynamic characteristics of the high-speed train. When there is no natural wind, compared with the flat track, the frame track reduces the drag and lateral forces of the train but increases the lift force. The frame track causes the drag force of the whole vehicle to decrease slightly (the maximum ratio is 2.15%), the lift force increases significantly (the maximum ratio is 12.55%), and the lateral force obviously decreases (the maximum ratio is 52.43%). The lift and lateral forces of the middle car are most affected, which is because the frame structure changes the vortex motion state of the middle car. Compared with the flat track, the drag force of each car on the frame track is reduced under the crosswind; the lift force of each car is increased, and the maximum increase in the lift force of the head, middle, and tail cars is 5.60%, 2.55%, and 3.63%, respectively; the lateral force of the tail car increases greatly at a wind speed of 15 m/s, reaching 6.84%. Due to the existence of the frame structure, the space under the vehicle increases, resulting in a decrease in the airflow rate and an increase in local pressure, which leads to changes in the train’s aerodynamic force. Meanwhile, the train’s aerodynamic change under the crosswind is smaller than that when there is no wind.

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