Innovation design of a ballastless cable-stayed bridge with main span of 300m in high-speed railway

2018 ◽  
Author(s):  
Li Diping
Keyword(s):  
Composite Beam ◽  
High Speed ◽  
Technical Problem ◽  
Local Deformation ◽  
Structure Design ◽  
Steel Bridge ◽  
High Speed Railway ◽  
Large Span ◽  
Cable Stayed Bridge ◽  
Ballastless Track

<p>Right now, for bridges paved with ballastless track on high-speed railway with operating speed of 350km per hour in the world, the maximum span is 185m, and larger span bridges are all paved with ballasted track. The speed of the train passing through the large span bridge has to be limited to be not more than 250km per hour, which becomes a neck for high-speed trains running on the whole line. Laying ballastless track on large span bridges has become a technical problem to expand application range of ballastless track. This paper is based on a cable-stayed bridge with main span of 300m. For this bridge, prestressed concrete box girders are used for edge span and box steel-concrete composite beam is used for mid-span. Cable-stayed bridge is a flexible structure, and the stiffness must be the problem to be solved first for high-speed railway. The hybrid girder and the composite beam for the middle span can increase the deadweight stiffness. Relative to the steel bridge deck, concrete deck has larger stiffness and smaller local deformation, which makes it more conducive to high-speed traffic. The technology of laying ballastless track in the concrete slabis mature. This bridge is the first cable-stayed bridge paved with ballastless track on high-speed railway with design speed of 350km per hour in our country. This paper focuses on the conception, structure design and innovation points of the bridge. And the adaptability of high-speed railway ballastless track to the bridge is also analyzed.</p>

Study on Structural Rigidity of Large Span Three-Tower Cable-Stayed Bridge on High-Speed Railway

2010 ◽  
Vol 163-167 ◽  
pp. 646-650
Author(s):  
Lun Xiong Yi ◽  
Ye Zhi Zhang ◽  
De Zhou
Keyword(s):  
High Speed ◽  
Great Influence ◽  
Stiffness Ratio ◽  
High Speed Railway ◽  
Large Span ◽  
Cable Stayed Bridge ◽  
Structural Rigidity ◽  
Bending Resistance ◽  
Tensile Forces ◽  
Tower Height

Based on Dongting Hu three-tower cable-stayed bridge on high-speed railway, stiffness ratio of middle tower to side tower (SROMTTST), vertical bending resistance stiffness (VBRS) of girder, height of tower, area of cable were studied by using FEM. The results show that the structure is more economical on condition of the SROMTTST less than 3.0. With the increase of VBRS of girder, the tensile forces of the cables near mid span increase and decrease near towers. Meanwhile, both the moments of the tower and the deflection of the girder get smaller. The ratio of tower height to span (ROTHTS) has great influence on the bridge rigidity. Every 0.01 increase of the ROTHTS can decrease a ratio of deflection to span (RODTS) about by 3%～5%.

scholarly journals Mechanical Performance of a Ballastless Track System for the Railway Bridges of High-Speed Lines: Experimental and Numerical Study under Thermal Loading

Materials ◽  
2021 ◽  
Vol 14 (11) ◽  
pp. 2876
Author(s):  
Yingying Zhang ◽  
Lingyu Zhou ◽  
Akim D. Mahunon ◽  
Guangchao Zhang ◽  
Xiusheng Peng ◽  
...  
Keyword(s):  
High Speed ◽  
Thermal Loading ◽  
Mechanical Performance ◽  
Track Structure ◽  
Box Girder ◽  
High Speed Railway ◽  
Ballastless Track ◽  
Track System ◽  
Girder Bridge ◽  
Track Slab

The mechanical performance of China Railway Track System type II (CRTS II) ballastless track suitable for High-Speed Railway (HSR) bridges is investigated in this project by testing a one-quarter-scaled three-span specimen under thermal loading. Stress analysis was performed both experimentally and numerically, via finite-element modeling in the latter case. The results showed that strains in the track slab, in the cement-emulsified asphalt (CA) mortar and in the track bed, increased nonlinearly with the temperature increase. In the longitudinal direction, the zero-displacement section between the track slab and the track bed was close to the 1/8L section of the beam, while the zero-displacement section between the track slab and the box girder bridge was close to the 3/8L section. The maximum values of the relative vertical displacement between the track bed and the bridge structure occurred in the section at three-quarters of the span. Numerical analysis showed that the lower the temperature, the larger the tensile stresses occurring in the different layers of the track structure, whereas the higher the temperature, the higher the relative displacement between the track system and the box girder bridge. Consequently, quantifying the stresses in the various components of the track structure resulting from sudden temperature drops and evaluating the relative displacements between the rails and the track bed resulting from high-temperature are helpful in the design of ballastless track structures for high-speed railway lines.

The Calculation of the Supporting Stress of Track Plate in Ballastless High-Speed Rail Structure

2011 ◽  
Vol 97-98 ◽  
pp. 3-9
Author(s):  
Yang Wang ◽  
Quan Mei Gong ◽  
Mei Fang Li
Keyword(s):  
Stress Distribution ◽  
High Speed ◽  
Design Theory ◽  
Moving Load ◽  
Structure Design ◽  
Track Structure ◽  
Beam Model ◽  
High Speed Rail ◽  
Slab Track ◽  
Ballastless Track

The slab track is a new sort of track structure, which has been widely used in high-speed rail and special line for passenger. However, the ballastless track structure design theory is still not perfect and can not meet the requirements of current high-speed rail and passenger line ballastless track. In this paper, composite beam method is used to calculate the deflection of the track plate and in this way the vertical supporting stress distribution of the track plate can be gotten which set a basis for the follow-up study of the dynamic stress distribution in the subgrade. Slab track plate’s bearing stress under moving load is analyzed through Matlab program. By calculation and analysis, it is found that the deflection of track plate and the rail in the double-point-supported finite beam model refers to the rate of spring coefficient of the fastener and the mortar.The supporting stress of the rail plate is inversely proportional to the supporting stress of the rail. The two boundary conditions of that model ,namely, setting the end of the model in the seams of the track plate or not , have little effect on the results. We can use the supporting stress of the track plates on state 1to get the distribution of the supporting stress in the track plate when bogies pass. Also, when the dynamic load magnification factor is 1.2, the track plate supporting stress of CRST I & CRST II-plate non-ballasted structure is around 40kPa.

Study on Influences of Thickness of Flange of U Rib on Mechanical Behaviors of Orthotropic Monolithic Steel Bridge Deck System

2010 ◽  
Vol 163-167 ◽  
pp. 122-126 ◽  
Author(s):  
Ru Deng Luo ◽  
Mei Xin Ye ◽  
Ye Zhi Zhang
Keyword(s):  
Finite Element Analysis ◽  
Yangtze River ◽  
High Speed ◽  
Bridge Deck ◽  
Steel Bridges ◽  
Engineering Practice ◽  
Steel Bridge ◽  
Mechanical Behaviors ◽  
Element Analysis ◽  
High Speed Railway

Orthotropic monolithic steel bridge deck system stiffened by U rib is very fit for high-speed railway steel bridges because of its excellent mechanical behaviors. Thickness of flange is a very important parameter of U rib and has influence on mechanical behaviors of orthotropic monolithic steel bridge deck system. Based on the engineering practice of Anqing Yangtze River Railway Grand Bridge, the kind and the extents of influences of thickness of flange of U rib on mechanical behaviors of orthotropic monolithic steel bridge deck system are studied with finite element analysis. The results show that thickness of flange of U rib has relative large positive influences on rigidity, strength and stability of orthotropic monolithic steel bridge deck system. 14~18mm is the appropriate range of thickness of flange of U rib for high-speed railway steel bridges.

Experimental Study on the Dynamic Deformation of Simply Supported Beam in Chinese High-speed Railway

2018 ◽  
Author(s):  
Gonglian Dai ◽  
Meng Wang ◽  
Tianliang Zhao ◽  
Wenshuo Liu
Keyword(s):  
High Speed ◽  
Structure Design ◽  
Dynamic Coefficient ◽  
Bridge Structure ◽  
High Speed Railway ◽  
Simply Supported Beam ◽  
Vertical Stiffness ◽  
Simply Supported ◽  
Speed Up ◽  
Design Speed

<p>At present, Chinese high-speed railway operating mileage has exceeded 20 thousand km, and the proportion of the bridge is nearly 50%. Moreover, high-speed railway design speed is constantly improving. Therefore, controlling the deformation of the bridge structure strictly is particularly important to train speed-up as well as to ensure the smoothness of the line. This paper, based on the field test, shows the vertical and transverse absolute displacements of bridge structure by field collection. What’s more, resonance speed and dynamic coefficient of bridge were studied. The results show that: the horizontal and vertical stiffness of the bridge can meet the requirements of <b>Chinese “high-speed railway design specification” (HRDS)</b>, and the structure design can be optimized. However, the dynamic coefficient may be greater than the specification suggested value. And the simply supported beam with CRTSII ballastless track has second-order vertical resonance velocity 306km/h and third-order transverse resonance velocity 312km/h by test results, which are all coincide with the theoretical resonance velocity.</p>

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