Vertical Nonlinear Temperature Gradient and Temperature Load Mode of Ballastless Track in China

Yan, Bin; Cheng, Ruiqi; Xie, Haoran; Zhang, Xiangmin

doi:10.3390/math10010120

Cited by 12 publications

(2 citation statements)

References 21 publications

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“…In addition to the temperature gradient, the overall temperature difference with the lower foundation is also formed during the temperature change in the track slab [19]. It is difficult to maintain a permanent bonding state between the bottom of the track slab and the mortar.…”

Section: Mortar Layer Under Track Slab With Poor Bondingmentioning

confidence: 99%

Mechanical Properties of Ballastless Track Considering Freeze–Thaw Deterioration Damage

Xie

Yan

2023

Mathematics

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In order to investigate the stress characteristics of ballastless track under high latitude, and multi-source and multi-field extreme temperature conditions. Based on the finite element theory and the elastic foundation beam–plate principle, a finite element model of the ballastless track considering the limit convex abutment, gel resin, and interlayer bonding is established. The mechanical characteristics of the ballastless track under the slab–CAM layer bonding state, mortar separation, freeze–thaw degradation and forced deformation of the foundation are studied. Considering the deterioration of materials, the bending moment and reinforcement of track structures in cold regions are checked and calculated. The studies show that under the action of negative temperature gradient load, the edge of the track slab is subjected to tension, and structural separation occurs at the edge of the slab. When the interface between the track slab–CAM layer is poorly bonded, the bearing capacity can be improved, and the amount of separation can be reduced by increasing the structural stiffness of the CAM layer. Under the action of freeze–thaw cycles, the material performance deteriorates seriously, the separation between the track structures intensifies, the baseplate is seriously powdered and cracked, and the maximum tensile stress exceeds 6 MPa. The CAM layer and the baseplate are weak structures, and the foundation frost heave occurs at the expansion joint of the baseplate, which is the frost heave condition. Under freeze–thaw deterioration, the original reinforcement design of the substructure structure does not meet the requirements of structural cracks and reinforcement yield stress. In severely cold areas, the structural reinforcement scheme should be reasonably determined.

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Section: Mortar Layer Under Track Slab With Poor Bondingmentioning

confidence: 99%

Mechanical Properties of Ballastless Track Considering Freeze–Thaw Deterioration Damage

Xie

Yan

2023

Mathematics

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“…The maximum positive temperature gradient of the ballastless track in China occurs from 13:30 to 16:00 in May to August, and the average maximum vertical positive temperature difference is 17.0 • C. The maximum negative temperature gradient occurs from 5:00 to 5:30 in January, and the average maximum negative temperature difference is 8.7 • C. The surface temperature of the ballastless track in Chengdu, Changsha, and southeast coastal areas exceeds 45 • C in summer, and the lowest surface temperature of the track slab in Urumqi and Harbin is lower than −16 • C in winter. For central China, the vertical temperature gradient of the track slab is −2~10 • C [70,71].…”

Section: Complex Temperature Loadmentioning

confidence: 99%

Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway

et al. 2022

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The track–bridge interaction is a fundamental concern in the field of railway engineering, which plays an important role in the optimization design of railway bridges, especially for heavy-haul railway and high-speed railway bridges. This paper systematically introduces the research status of the CWR track–bridge interaction for large-span bridges of high-speed railway in China. The evolution process of the track–bridge interaction model from the simplest elastic bar and linear longitudinal resistance model to the complex beam–rail interaction model considering the loading history is described. In this paper, the modeling methods of the track–bridge interaction model for five types of long-span railway bridges, namely simply supported beam bridge, continuous beam bridge, cable-stayed bridge, arch bridge, and suspension bridge, are systematically introduced, and the characteristics of longitudinal force distribution under the track–bridge interaction are analyzed. This paper discusses the practical application of the theory of the track–bridge interaction on extra-large-span bridges from the aspects of system dynamic performance evaluation and system safety evaluation. The practical application of track–bridge interaction theory under special conditions such as earthquake load, complex temperature load, shrinkage and creep load, and superposition of multiple loads is emphasized. It provides guidance for the further improvement of the track–bridge interaction model and the design of large-span high-speed railway bridges in the future.

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Thermal arching and interfacial damage evolution of CRTS-II slab track under solar radiation in alpine and plateau regions

Lou

Shi

2023

Alexandria Engineering Journal

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Vertical Nonlinear Temperature Gradient and Temperature Load Mode of Ballastless Track in China

Cited by 12 publications

References 21 publications

Mechanical Properties of Ballastless Track Considering Freeze–Thaw Deterioration Damage

Mechanical Properties of Ballastless Track Considering Freeze–Thaw Deterioration Damage

Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway

Thermal arching and interfacial damage evolution of CRTS-II slab track under solar radiation in alpine and plateau regions

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