CRTSⅠ型板式无砟轨道板安装技术

CRTSⅠ型无砟轨道板是随着高速铁路发展而发展起来的我国拥有自主知识产权的新技术产品。结合石武客专项目CRTSⅠ型无砟轨道板的施工,重点介绍了CRTSⅠ型无砟轨道板的钢筋混凝土底座、轨道板粗铺、精调、CA砂浆及凸形挡台树脂灌筑等各工序施工控制技术。

Experimental and numerical analysis on interface damage ofslab track under freeze-thaw cycles

The interface of slab track laid in cold regions is prone to debonding under the coupling of freeze-thaw cyclesand temperature loads.Based on the composite specimen tests,the parameters of cohesive zone model were obtained andused in a simulation model of CRTS III prefabricated slab track to study the interlayer damage.The results show that 1)the digital image correlation(DIC)technique can accurately capture the strain field changes on the interface of compositespecimens under splitting and shear loading;2)when the temperature gradient is−40℃/m−60℃/m,the interfacedamage of the slab track is minimal and presents different patterns of expansion under positive and negative temperaturegradients,each corresponding to damage of the cohesive element dominated by shear stress and normal tensile stress,respectively;3)the reduction of the elastic modulus at the concrete base after freeze-thaw inhibits interface damage andleads to a higher starting temperature gradient load,but cracking can occur on the concrete base after 150 freeze-thaws.For this reason,in the light of damage control of both the interface and concrete base,the elastic modulus of the concretebase is 54%or over that without freeze-thaw cycles.

Influence of interface crack on dynamic characteristics of CRTSⅢslab ballastless track on bridge

The damage of the self-compacting concrete in CRTSⅢslab ballastless track on bridge will lead to a partial void of the track slab,which will affect the comfort and safety of the train and the durability of the track slab and bridge structure.In order to study the impact of the interface crack on the dynamic response of CRTSⅢballastless track system on bridge,based on the principle of multi-body dynamics theory and ANSYS+SIMPACK co-simulation,the spatial model of vehicle-track-bridge integration considering the longitudinal stiffness of supports,the track structure and interlayer contact characteristics were established.The dynamic characteristics of the system under different conditions of the width,length and position of the interface crack were analysed,and the limited values of the length and width of the cracks at the track slab edge were proposed.The results show that when the self-compacting concrete does not completely void along the transverse direction of the track slab,the crack has little effect on the dynamic characteristics of the vehicle-track-bridge system.However,when the self-compacting concrete is completely hollowed out along the transverse direction of the track slab,the dynamic amplitudes of the system increase.When the crack length is 1.6 m,the wheel load reduction rate reaches 0.769,which exceeds the limit value and threatens the safety of train operation.The vertical acceleration of the track slab increases by 250.1%,which affects the service life of the track system under the train speed of 200 km/h.

Design method of pile-slab structure roadbed of ballastless track on soil subgrade

Pile-slab structure roadbed is a new form of ballastless track for high speed railway. Due to lack of corresponding design code, based on the analysis of its structure characteristics and application requirements, it is proposed to carry out load effect combination according to ultimate limit state and serviceability limit state, and the most unfavorable combination of each state is chosen to carry through design calculation for pile-slab structure. Space model of pile-slab structure can be simplified as a plane flame model, by using the orthogonal test method, and the design parameter of pile-slab structure is optimized. Moreover, based on the engineering background of Suining-Chongqing high-speed railway, the dynamic deformation characteristics of pile-slab structure roadbed are further researched by carrying on the indoor dynamic model test. The test results show that the settlement after construction of subgrade satisfies the requirement of settlement control to build ballastless track on soil subgrade for high-speed railway. Slab structure plays the role of arch shell as load is transmitted from slab to pile, and the vertical dynamic stress of subgrade soil is approximately of ＂K＂ form distribution with the depth. The distribution of pile stress is closely related to soil characteristics, which has an upset triangle shape where the large dynamic stress is at the top. Pile compared with soil shares most dynamic stress. Pile structure expands the depth of the dynamic response of subgrade has limited effect on dynamic response. These results can provide subgrade. and improves the stress of subgrade soil, and the speed of train scientific basis for pile-slab structure roadbed used on soil

Viscoelastic deformation behavior of cement and emulsified asphalt mortar in China railway track system I prefabricated slab track

Under repeated train-induced loads, cement and emulsified asphalt mortar(CA mortar) as a viscoelastic material has a time-dependent deformation, part of which is irreversible. This could lead to debonding between the mortar layer and the track slab. Based on the theory of viscoelasticity and the analytical method of the time hardening law(THL), the viscoelastic deformation behavior of CA mortar was studied. Using ABAQUS, we established a solid model of China railway track system(CRTS) Ⅰ prefabricated slab track, with CA mortar at different initial Young’s moduli under cyclic loading corresponding to the influence of actual train loads. The results reveal that the fitted parameters of the THL for CA mortar are suitable for describing its viscoelastic deformation. As the initial Young’s modulus increases, the strain difference before and after cyclic loading gradually decreases, and the displacement difference increases from 0.2 mm to 0.6 mm. The deformation mainly occurs at the end of a mortar layer with longitudinal distribution of about 2.5 times the fasteners’ spacing. It follows that the viscoelastic performance of CA mortar is one of the most important reasons that cause debonding underneath the track slab. Therefore, we suggest that the adverse effects of viscoelastic behavior of CA mortar should be considered when researching such deformation and damage.