Mechanical characteristic variation of ballastless track in high-speed railway: effect of train–track interaction and environment loads

Zhu, Shengyang; Luo, Junming; Wang, Mingze; Cai, Chengbiao

doi:10.1007/s40534-020-00227-6

Cited by 52 publications

(15 citation statements)

References 27 publications

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“…Commonly, the numerical models are used in the design phase to check the acceptance of the design strategy. Recently, the modelling of degradation has been an emerging technique to utilise the numerical model to predict service performance [18]. Based on this idea, the defective droppers [19,20], irregularity [21], contact wire wear [22] and the tension variation [23] are correctly modelled and included in the assessment of pantographcatenary interaction.…”

Section: Introductionmentioning

confidence: 99%

Geometry deviation effects of railway catenaries on pantograph–catenary interaction: a case study in Norwegian Railway System

et al. 2021

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This paper presents a non-contact measurement of the realistic catenary geometry deviation in the Norwegian railway network through a laser rangefinder. The random geometry deviation is included in the catenary model to investigate its effect on the pantograph–catenary interaction. The dispersion of the longitudinal deviation is assumed to follow a Gaussian distribution. A power spectrum density represents the vertical deviation in the contact wire. Based on the Monte Carlo method, several geometry deviation samples are generated and included in the catenary model. A lumped mass pantograph with flexible collectors is employed to reproduce the high-frequency behaviours. The stochastic analysis results indicate that the catenary geometry deviation causes a significant dispersion of the pantograph–catenary interaction response. The contact force standard deviations measured by the inspection vehicle are within the scope of the simulation results. A critical cut-off frequency that covers 1/16 of the dropper interval is suggested to fully describe the effect of the catenary geometry deviation on the contact force. The statistical minimum contact force is recommended to be modified according to the tolerant contact loss rate at high frequency. An unpleasant interaction performance of the pantograph–catenary can be expected at the catenary top speed when the random catenary geometry deviation is included.

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Section: Introductionmentioning

confidence: 99%

Geometry deviation effects of railway catenaries on pantograph–catenary interaction: a case study in Norwegian Railway System

et al. 2021

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“…In addition, the railway bridge-track system has a complex seismic response, and the track structure is prone to damage [26,27]. The higher requirements for the running safety of the upper track structure require a more detailed analysis of the track damage on the railway bridge [28][29][30]. Wei et al [31,32] used consistent seismic inputs to study the seismic fragility of the CRTS-II track system under different ground motion angles and seismic isolation bearings.…”

Section: Introductionmentioning

confidence: 99%

Seismic analysis of high-speed railway irregular bridge–track system considering V-shaped canyon effect

Zhu

Tang

et al. 2021

Rail. Eng. Science

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To explore the effect of canyon topography on the seismic response of railway irregular bridge–track system that crosses a V-shaped canyon, seismic ground motions of the horizontal site and V-shaped canyon site were simulated through theoretical analysis with 12 earthquake records selected from the Pacific Earthquake Engineering Research Center (PEER) Strong Ground Motion Database matching the site condition of the bridge. Nonlinear seismic response analyses of an existing 11-span irregular simply supported railway bridge–track system were performed under the simulated spatially varying ground motions. The effects of the V-shaped canyon topography on the peak ground acceleration at bridge foundations and seismic responses of the bridge–track system were analyzed. Comparisons between the results of horizontal and V-shaped canyon sites show that the top relative displacement between adjacent piers at the junction of the incident side and the back side of the V-shaped site is almost two times that of the horizontal site, which also determines the seismic response of the fastener. The maximum displacement of the fastener occurs in the V-shaped canyon site and is 1.4 times larger than that in the horizontal site. Neglecting the effect of V-shaped canyon leads to the inappropriate assessment of the maximum seismic response of the irregular high-speed railway bridge–track system. Moreover, engineers should focus on the girder end to the left or right of the two fasteners within the distance of track seismic damage.

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“…In the construction stage, delamination may occur between the track slab and the CA mortar layer when the temperature difference between the top and bottom surface of the track slab is larger than 20°C and will grow under the combined action of the overall temperature rise of the top surface of track slab and the vertical temperature difference within the track structure [4][5][6]. In the operation stage with trains running on the rail, delamination may expand rapidly under the additional impact load from train passage [6,7].…”

Section: Introductionmentioning

confidence: 99%

Simulation of Delamination Evolution of Slab Ballastless Track under Vertical Impact

Liu

Sun

et al. 2021

Shock and Vibration

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During the running of a high-speed train, the wheel may bounce on the rail due to the track irregularity. The wheel bounce could generate a vertical impact, leading to the initiation and expansion of delamination between layers of the track structure. In this paper, the evolution of the interfacial damage and delamination subjected to the vertical impact is simulated using finite element analysis (FEA). In the FEA, a bilinear cohesive zone model (CZM) is adopted to simulate the interface between the track slab and the CA mortar layer. For different levels of impact energy, the contact force, vertical deformation, absorbed energy, area of interfacial damage, and area of delamination are calculated and compared. The effects of the tangential and normal stiffness of the interface on the distribution of interfacial damage and delamination are investigated. The results show that the contact force, vertical deformation, absorbed energy, area of interfacial damage, and area of delamination increase with the increase of the impact energy. The area of interfacial damage in the compression stage is closely related to the tangential stiffness, whereas the area of delamination depends on the normal stiffness. The normal stiffness that gives the largest area of delamination is recommended to be taken as the lower bound of the normal stiffness for both controlling the delamination and preventing an exceedance of the track irregularity limit.

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Mechanical characteristic variation of ballastless track in high-speed railway: effect of train–track interaction and environment loads

Cited by 52 publications

References 27 publications

Geometry deviation effects of railway catenaries on pantograph–catenary interaction: a case study in Norwegian Railway System

Geometry deviation effects of railway catenaries on pantograph–catenary interaction: a case study in Norwegian Railway System

Seismic analysis of high-speed railway irregular bridge–track system considering V-shaped canyon effect

Simulation of Delamination Evolution of Slab Ballastless Track under Vertical Impact

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