Professional Documents
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Y.S.Kang, 1S.C. Yang, 2H.S. Lee, 2Y.B. Kim, 1S.Y. Jang, 1E. Kim
Korea Railroad Research Institute, Uiwang, South Korea1; Sampyo E&C, Seoul, South Korea 2
Abstract
When a train is traveling along the transition such as slab and ballasted track, dynamic
behaviors of rail system and train are abruptly changed. In R&D project, the newly-developed
precast slab track system and track transition between slab and ballasted track was planned to
construct in 2006 on the newly-built Jeolla-line. Maintenance demand, settlement and
component degradation were predicted by a large dynamic response of rail transit system, so it
was need to improve the performance the transition for the mitigation of the dynamic response
of track. Some technical remedies, such as the use of gradual pad stiffness transition and
auxiliary rail, were suggested, it was necessary to verify the design, before the commercial
operation on the site.
In this study, to estimate interface problems in the transition between slab and ballasted track, a
dynamic interaction analysis technique was developed. The track and train coupled model was
developed for the evaluation of dynamic behavior and the design of newly developed slab track
transition on site. A procedure based on time history analysis was presented for solving
problems concerning the dynamic interaction considering auxiliary rail and pad stiffness
transition. After reinforcement of transition on site, the field tests have been carrying out under
operating condition to evaluate the behavior of the transition zone and slab track.
1. Introduction
When a train is traveling along the transition such as slab and ballasted track, dynamic
behaviors of rail system and train are abruptly changed. The variation of the wheel load and
dynamic behavior take place mainly due to the difference of track support stiffness and the rail
irregularity. The fluctuations of wheel load may leads to instability of running track and track
deterioration which increase maintenance costs.
In R&D project which aims to develop technologies for the performance enhancement of newly
developed track system and software, the newly-developed precast slab track system and track
transition between slab and ballasted track was planned to construct in 2006 on the newly-built
Jeolla-line. After completion of the laboratory tests, a 650m test track was planned to construct
in 2006 on the newly-built Jeolla-line. Track transition was also planned to construct between
ballasted and concrete slab track. Maintenance demand, settlement and component
degradation were predicted by a large dynamic response of rail transit system, so it was need to
improve the performance the transition for the mitigation of the dynamic response of track.
Some technical remedies, such as the use of gradual pad stiffness transition and auxiliary rail,
were suggested to improve the performance of track transition. It was necessary to verify the
design, before the commercial operation on the site. For specific transition design, it is required
to evaluate track dynamic response before and after improving track transition.
Accordingly, it is required to develop the analytic method with which the behaviors of train
vehicle and track can be evaluated quantitatively at transition for the track design
2. Construction of slab track test section
The slab track and transition were constructed in the summer of 2006 on the newly-built Jeollaline. After completion of the laboratory tests, a 650m test track was constructed in September
2006 on the newly-built Jeolla-line as shown in Fig 1. The slab track section consist of 236
meter of PSTS slab tracks, transition track 36 meter long between each end of the slab track
and the adjacent ballasted track.
qi = { yc ,c , yb1 , yw1 , yw 2 }T
(1)
Where, yc , c , ybi , ywi are the vertical displacement of car body, rotation of car body, rotation
of i-th bogie, the vertical displacement of wheel. qi denote the vector of degree of freedom and
load vector.
The contact mechanism between the wheel and rail was modeled with Herzian nonlinear
contact spring.
CH =
32 32 12 1 2
A
9
E
P = CH 3 / 2
(2)
(3)
modeled as concentrated mass and spring and attenuation supporting the mass at the joint
point. In order to simulate track behaviors when train passes the transition zone between
concrete slab track and ballasted track, precast slab track was modeled as a continuous beam
element and the gradual change of pad stiffness in the track support coefficient was considered.
Numerical studies are performed to assess the effect of various parameters of track system
considering reinforcement rail, varying pad stiffness and settlement of roadbed.
(4)
Where, [ M total ] , [Ctotal ] , [ K total ] denotes the mass matrices, the damping matrices, and the
stiffness matrices of total system. And {u&&} , {u&} , {u} are the acceleration, velocity and
displacement vectors, respectively. {P} is the corresponding force vector containing the
wheel/rail interface forces.
[ M uu ]
[ M total ] = 0
0
[ M ww ]
0
[Cuu ]
0
0 [Ctotal ] = 0
0
[ M TT ]
[Cww ]
0
[ K uu ]
0
0
0
0 [ K total ] = 0
[ K ww ] [ K wT ] (5)
0
[ KTw ] [ KTT ]
[CTT ]
Where, [ M uu ] , [ M ww ] ,
4. Dynamic Analysis
4.1 Properties
The dynamic properties of track and vehicle are listed in Table 1. A dynamic interaction analysis
was performed considering track irregularities, the change of track modulus. To evaluate track
dynamic response before and after improving track transition, dynamic analysis was performed.
track
54979
3500
60.3
2065
1516
309010
30
940
40
-8
150103
20.0
260
198010
600
140
2nd Wheel
1st Wheel
Contact Force(kN)
130
120
110
100
90
80
70
2nd wheel
1st wheel
0.0014
0.0012
0.0010
0.0008
0.0006
60
0.0004
30
40
50
60
70
Wheel Position(m)
80
90
30
40
50
60
70
80
90
Wheel Position(m)
If the irregularity is managed within 5mm, the growth of rail irregularity will be reduced and the
dynamic behavior of track related to impact load could be reduced.
1 .6
1 .4
1 .2
1 .0
0 .8
S l a b tr a c k
( H i g h S ti f f n e s s T r a c k )
B a l l a s te d tr a c k
( L o w e r S ti f f n e s s T r a c k )
0 .6
A u x ilia ry R a il
0 .4
k p=
2 2 . 5 k N /m m
0 .2
Tr 1
Tr 2
Tr 3
Tr 4
Tr 5
k p=
2 2 .5 k N /m m
k p=
2 7 k N /m m
k p=
2 9 k N /m m
k p=
4 3 k N /m m
k p=
4 5 k N /m m
k p=
1 5 0 0 k N /m m
0 .0
0
10
15
20
25
30
35
D is ta n c e [m ]
2nd wheel
1st wheel
2nd wheel
1st wheel
0.0014
Contact Force(kN)
130
120
110
100
90
80
70
0.0012
0.0010
0.0008
0.0006
60
0.0004
30
40
50
60
70
80
90
30
40
50
60
70
80
90
Wheel Position(m)
Wheel Position(m)
Case 1
Case 2 (Aux+P.T)
Case 3
Case 4 (Aux+P.T)
150
140
Case 1
Case 2 (Aux+P.T)
Case 3
Case 4 (Aux+P.T)
800
Rail Acceleration(g)
160
130
120
110
600
400
200
100
0
10
15
Rail irregularity(mm)
20
10
15
20
Rail irregularity(mm)
Fig 7. Relation between track behavior and rail irregularity in the transition
5. Construction on Test Site
So Test track was constructed on the site. The following performance improvements were
applied for the transition. The slab track design at the transition follows the principles of the DB
Guideline RiL804 and the provisions of the EBA Certificate.
Acknowledgements
The authors acknowledge the financial support of R&D Project funded by Korea Ministry of
Construction and Transport (MOCT):Technology Development for Stabilization of High-Speed
Railway Technology and Technology Development for Standardization of Urban Railway
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