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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2018  >  18(6): 61-72
ZHANG Peng-fei, GUI Hao, LEI Xiao-yan, GAO Liang. Deflection force and displacement of CRTS Ⅲ slab track on bridge under train load[J]. Journal of Traffic and Transportation Engineering, 2018, 18(6): 61-72. doi: 10.19818/j.cnki.1671-1637.2018.06.007
Citation: ZHANG Peng-fei, GUI Hao, LEI Xiao-yan, GAO Liang. Deflection force and displacement of CRTS Ⅲ slab track on bridge under train load[J]. Journal of Traffic and Transportation Engineering, 2018, 18(6): 61-72. doi: 10.19818/j.cnki.1671-1637.2018.06.007
shu

Deflection force and displacement of CRTS Ⅲ slab track on bridge under train load

doi: 10.19818/j.cnki.1671-1637.2018.06.007
  • 1.

    Engineering Research Center of Railway Environmental Vibration and Noise of Ministry of Education, East China Jiaotong University, Nanchang 330013, Jiangxi, China

  • 2.

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

More Information
  • Author Bio:

    ZHANG Peng-fei(1975-), male, associate professor, PhD, zhangpf4236@163.com

  • Corresponding author: LEI Xiao-yan(1956-), male, professor, PhD, xiaoyanlei2013@163.com
  • Received Date: 2018-07-13
  • Publish Date: 2018-12-25
    Abstract
  • To study the loading and deformation of independently developed China rail track system (CRTS) Ⅲ slab tracks in the operation stage, based on the beam-slab-rail interacting principle, with full consideration of both the dimensions and mechanical properties of detail structures such as rail, track slab, self-compacting concrete layer, and bed plate, a refined space coupling model for continuous welded rails of CRTS Ⅲ slab tracks on a high-speed railway bridge was established using finite element method.The deflection force and displacement of rails andbridge structure under train load were calculated.The effects of load action length, longitudinal resistance of fasteners and longitudinal stiffness of fixed bearings atop the abutments on deflection force, and displacement were analyzed.Analysis result indicates that with the entire bridge loaded, the deflection force of the rail on the multi-span simply supported beam bridge is expressed as tension at the supports and as pressure on the mid-span.While the deflection force of the rail on the main bridge of the long-span continuous beam is expressed as tension on both sides and as pressure on the mid-span.Under the single-line loaded condition, the deflection forces of the loaded side rail on the two bridges reach 38 and 53 kN, and is approximately half of the results under the double-line loaded condition.The maximum longitudinal force and displacement of track and bridge structures will not occur under the same condition.Thus the most unfavorable condition shall be selected based on the different parts to be examined and calculated, to set the concentrated force in ZK train load to the mid-span position.The application of small resistance fasteners changes the stress and deformation acting on the rails, with the maximum deflection forces on rail of the simply supported beam bridge and continuous beam bridge decrease by 35% and 22% respectively, and the maximum longitudinal displacement on rail decrease by 7% and 5% respectively. On the contrary, the relative displacement between track slab and rail increase by 26% and 30%, which necessitates continual observation to keep rail creeping under control.From the perspective of safety and durability of tracks and bridge structures, it is proposed that the longitudinal stiffness atop the abutments be kept within 1.0-1.5 times of the design value.

     

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