Structural Engineering and Mechanics

  • 제80권5호
  • /
  • Pages.491-501
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  • 2021
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  • 1225-4568(pISSN)
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  • 1598-6217(eISSN)
테크노프레스 (Techno-Press)
권호 표지
DOI QR코드

DOI QR Code

Effect of lateral differential settlement of high-speed railway subgrade on dynamic response of vehicle-track coupling systems

  • Zhang, Keping (Shanghai Key Laboratory of Rail Infrastructure Durability and System Safety, Tongji University) ;
  • Zhang, Xiaohui (Shanghai Key Laboratory of Rail Infrastructure Durability and System Safety, Tongji University) ;
  • Zhou, Shunhua (Shanghai Key Laboratory of Rail Infrastructure Durability and System Safety, Tongji University)
  • 투고 : 2021.03.30
  • 심사 : 2021.09.13
  • 발행 : 2021.12.10
⟨ 이전 논문 다음 논문 ⟩

초록

A difference in subgrade settlement between two rails of a track manifests as lateral differential subgrade settlement. This settlement causes unsteadiness in the motion of trains passing through the corresponding area. To illustrate the effect of lateral differential subgrade settlement on the dynamic response of a vehicle-track coupling system, a three-dimensional vehicle-track-subgrade coupling model was formulated by combining the vehicle-track dynamics theory and the finite element method. The wheel/rail force, car body acceleration, and derailment factor are chosen as evaluation indices of the system dynamic response. The effects of the amplitude and wavelength of lateral differential subgrade settlement as well as the driving speed of the vehicle are analyzed. The study reveals the following: The dynamic responses of the vehicle-track system generally increase linearly with the driving speed when the train passes through a lateral subgrade settlement area. The wheel/rail force acting on a rail with a large settlement exceeds that on a rail with a small settlement. The dynamic responses of the vehicle-track system increase with the amplitude of the lateral differential subgrade settlement. For a 250-km/h train speed, the proposed maximum amplitude for a lateral differential settlement with a wavelength of 20 m is 10 mm. The dynamic responses of the vehicle-track system decrease with an increase in the wavelength of the lateral differential subgrade settlement. To achieve a good operation quality of a train at a 250-km/h driving speed, the wavelength of a lateral differential subgrade settlement with an amplitude of 20 mm should not be less than 15 m. Monitoring lateral differential settlements should be given more emphasis in routine high-speed railway maintenance and repairs.

키워드

과제정보

The research described in this paper was financially supported by the National Natural Science Foundation of China (Grant nos. 5171101316 and 51778485).

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