Volume 18 Issue 6
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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2018  >  18(6): 50-60
LI Ming, WEI Qing-chao, PAN Zi-hua, ZANG Chuan-zhen, QIN Xiao-chun, SHI Jin. Three-dimensional high-order continuous curve alignment design of horizontal and vertical overlapping region of high-speed railways[J]. Journal of Traffic and Transportation Engineering, 2018, 18(6): 50-60. doi: 10.19818/j.cnki.1671-1637.2018.06.006
Citation: LI Ming, WEI Qing-chao, PAN Zi-hua, ZANG Chuan-zhen, QIN Xiao-chun, SHI Jin. Three-dimensional high-order continuous curve alignment design of horizontal and vertical overlapping region of high-speed railways[J]. Journal of Traffic and Transportation Engineering, 2018, 18(6): 50-60. doi: 10.19818/j.cnki.1671-1637.2018.06.006
shu

Three-dimensional high-order continuous curve alignment design of horizontal and vertical overlapping region of high-speed railways

doi: 10.19818/j.cnki.1671-1637.2018.06.006
  • 1.

    School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China

  • 2.

    Beijing Engineering and Technology Research Center of Rail Transit Line Safety and Disaster Prevention, Beijing Jiaotong University, Beijing 100044, China

More Information
  • Author Bio:

    LI Ming(1984-), male, doctoral student, 13115310@bjtu.edu.cn

    WEI Qing-chao(1957-), male, professor, PhD, qcwei@bjtu.edu.cn

  • Received Date: 2018-06-08
  • Publish Date: 2018-12-25
    Abstract
  • For the phenomenon that the horizontal and vertical overlapping region of curves is of geometric continuity degradation and then leads to sudden change of train motion state, based on the Frenet frame of three-dimensional curve, a three-dimensional carbody motion state model was established by combining curvature and torsion.The relationship among curvature, torsion, acceleration and jerk of carbody was obtained, and then the influence of geometric continuity order of three-dimensional curve on carbody motion was analyzed from three-dimensional point ofview by this model.Considering the geometric continuity requirement for curvature and torsion, an alignment selection method minimizing the changes of curvature and torsion in curve was proposed.A three-dimensional Euler curve was used to establish a high-order continuous curve in horizontal and vertical overlapping region.Research result shows that there is a geometric continuity degradation at the connection point of the traditional horizontal and vertical overlapping region of curves, and it is first order geometric continuity only.The curvature and torsion play dominant roles in the acceleration and jerk of trains. Geometric continuity degradation is the main reason for the sudden increase in vertical jerk.The vertical jerk of twodimensional design curve at the connection point is 1.206-1.264 m·s-3, exceeding the passenger comfort threshold value (0.240 m·s-3), so it is difficult to realize the high-order geometric continuity of two-dimensional alignment.The proposed curve design method has clear definitions on curvature and torsion at connection points, so it can easily achieve high-order geometric continuity at connection points without geometric continuity degradation.The changes of curvature and torsion in this curve are minimized.The proposed curve can effectively reduce the adverse effects on carbody motion caused by changes of curve parameters.The acceleration and jerk are continuous and meet the threshold values over the entire curve, realizing the second order geometric continuity.The maximum vertical jerk is 0.149 m·s-3, 62.0% of threshold value, and 11.7%-12.3% of that of two-dimensional design.The proposed curve effectively improves the running stability of train and passenger comfort.The difference between paths of the proposed curve and the two-dimensional design is small.When the difference in gradient is 2%-3%, the horizontal and vertical coordinate differences are 0.907-2.305 and 1.085-2.498 m, respectively.the design parameters of the proposed curve are also used as calculation parameters of the carbody motion state, so this curve can be directly applied to the optimized design according to train running conditions.

     

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