Analysis of Dynamic Behavior of the Transition Section Between Ballast Track and Ballastless Track

2016 ◽  
pp. 365-376 ◽  
Author(s):  
Xiaoyan Lei
Keyword(s):  
Dynamic Behavior ◽  
Transition Section ◽  
Ballastless Track ◽  
Ballast Track

ON ECONOMIC ASSESSMENT OF BALLASTLESS TRACK STRUCTURE EFFICIENCY

2017 ◽  
pp. 63-69
Author(s):  
Ludmila Andreyeva ◽  
Yevgeniy Svintsov ◽  
Yelena Tarasevich
Keyword(s):  
Comparative Analysis ◽  
Practical Importance ◽  
Economic Assessment ◽  
Track Structure ◽  
Advantages And Disadvantages ◽  
Ballastless Track ◽  
Study Results ◽  
Ballast Track ◽  
The Given

Objective: To describe the regulation of railroad traffic parameters in modern conditions, that lead to the necessity of putting into operation the new systems of track design, relevant for regulations in question. Methods: The method of matching, as well as the method of comparative analysis was applied in the study. Results: The advantages and disadvantages of ballastless track structure and conventional ballast track design were compared. The possibility of extensive application of ballastless track structure on modern railroads was analyzed. Practical importance: Ballastless track structure implementation will make it possible to solve practical tasks of using the given type of track design in transport construction.

scholarly journals Polymer Injection Rehabilitation Technology for Lifting Differential Settlement of Turnout Ballastless Track

2018 ◽  
Vol 199 ◽  
pp. 07013
Author(s):  
Jing Liu ◽  
Yuanqing He ◽  
Jiahai Zhang ◽  
Jian Hong ◽  
Xihua Wen ◽  
...  
Keyword(s):  
Concrete Structure ◽  
Polymer Injection ◽  
Ballastless Track ◽  
Grouting Material ◽  
Rehabilitation Technology ◽  
Geological Conditions ◽  
Ballast Track ◽  
Engineering Practices ◽  
Adjustable Range ◽  
Base Plates

The turnout ballastless track is an advanced track structure with high stability and integrity. However, due to complicated geological conditions, local groundwater level declined, and many other unavoidable objective reasons, the roadbed foundation of some railway lines appeared large uneven settlement deformation, so the above turnout ballastless track concrete structure also experienced uneven settlement accordingly. Compared with ballast track which could be restored by increasing the ballast under the sleepers simply, the smoothness of turnout ballastless track could only be restored by adjusting the thickness of the base plates of fastener system accordingly. But if continuous settlement deformation exceeded the specified allowed adjustable range of the fastener system, the smoothness of ballastless track diminished, the speed of passing trains had to be limited to ensure the safety. In order to solve this global challenging problem, we systematically studied polymer injection rehabilitation technology through a series of indoor reduced scale tests and field full scale simulations with real ballastless track concrete structure. We verified the effect of uplift rehabilitation and filling quality of grouting material through destructive experiment inspection. And combined with engineering practices and its coring samples strength test, the Polymer injection rehabilitation technology for turnout ballastless track in settlement roadbed sections had been studied and developed. This technology could restore the smoothness of railway and the adjustable range of fastening systems without affecting the normal daily operation of the railway lines. Compared with traditional cement grouting technology, this rehabilitation technology possessed significant advantages including small light construction equipment, simple logistics, flexible organization, high uplifting precision, and little additional load. This technology provided valuable technical support and useful references for restoring the smoothness of turnout ballastless track which appeared large uneven settlement deformation.

Study on Reasonable Length of Ballasted-CRTS II Ballastless Track Transition Section on High-Speed Railway Bridge

2013 ◽  
Vol 671-674 ◽  
pp. 1301-1305 ◽  
Author(s):  
Yu Liu ◽  
Guo Tang Zhao
Keyword(s):  
High Speed ◽  
Stability Index ◽  
Dynamic Interaction ◽  
Railway Bridge ◽  
The Finite Element Method ◽  
High Speed Railway ◽  
Transition Section ◽  
Ballastless Track ◽  
Rail Deflection ◽  
Random Irregularity

In view of ballasted-CRTSⅡ ballastless track transition section on the bridge of Beijing-Shanghai high-speed railway, the influence of track random irregularity and pier foundation settlement difference on acceleration and stability index of locomotive body are discussed by the finite element method. And then, by using the index of rail deflection gradient to describe the law of dynamic interaction, rail-wheel dynamic response, attenuation distance of locomotive body acceleration and change of sleeper pressure caused by under-rail stiffness difference are analyzed. Finally, the recommended value of reasonable length of transition section is put forwarded.

Seismic Damage Mechanism of CRTS-II Slab Ballastless Track Structure on High-Speed Railway Bridges

2019 ◽  
Vol 20 (01) ◽  
pp. 2050011 ◽  
Author(s):  
Wei Guo ◽  
Yao Hu ◽  
Wenqi Hou ◽  
Xia Gao ◽  
Dan Bu ◽  
...  
Keyword(s):  
High Speed ◽  
Damage Mechanism ◽  
Seismic Damage ◽  
Track Structure ◽  
Seismic Responses ◽  
High Speed Railway ◽  
Transition Section ◽  
Finite Element Software ◽  
Ballastless Track ◽  
Track System

China Railway Track System II (CRTS II) slab ballastless track structure is one of commonly adopted track systems on the high-speed railway bridge, which has been found seismically vulnerable under strong earthquakes. To investigate the earthquake-induced damage mechanism of the CRTS II slab ballastless track structure, a nonlinear numerical model of typical 7-span simply supported bridge–track system was established by the finite element software OpenSees and well calibrated by the test data and relative literatures. The nonlinear time history analysis was employed to calculate seismic responses of bridge and track parts under a suite of 10 seismic records. Results demonstrate that the sliding layer in the track structure is the most damage-prone component, especially at the bridge-subgrade transition section, and the shear alveolar may also sustain earthquake-induced fail. By analyzing the seismic damage mechanism of the track structure, this paper reveals that the nonuniform displacement responses of the girders and friction plate at the bridge-subgrade transition section are main factors that result in the extensive damage of the sliding layer and failure of the shear alveolar. However, the damage of these two components are beneficial to reduce the seismic responses of other components in the track structure and protect them from being damaged. From the perspective of engineering safety, the sliding layer and shear alveolar should be rigorously designed because the residual displacement of the sliding layer increases along with the maximum displacement and the failure of the shear alveolar may make the whole track structure failed.

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