|Table of Contents|

Seismic responses of CRTS Ⅱ track system on bridge under complex geography conditions(PDF)

《交通运输工程学报》[ISSN:1671-1637/CN:61-1369/U]

Issue:
2018年01期
Page:
42-50
Research Field:
道路与铁道工程
Publishing date:

Info

Title:
Seismic responses of CRTS Ⅱ track system on bridge under complex geography conditions
Author(s):
YAN Bin1; 2;  HUANG Jie1;  LIU Shi3;  LOU Ping1; 2
1. School of Civil Engineering, Central South University, Changsha 410075, Hunan, China; 2. National Engineering Laboratory for High Speed Railway Construction, Changsha 410075, Hunan, China; 3. China Coal Xi’an Design Engineering Co., Ltd., Xi’an 710054, Shaanxi, China
Keywords:
railway engineering;  simply supported bridge;  complex geography;  ballastless track;  seismic response
PACS:
U213.912
DOI:
-
Abstract:
To study the effect of complex geographies on the seismic responses of CRTS II track system on bridge, the 16-32 m simply supported bridge on the Shanghai-Kunming High-Speed Railway was taken as an example, the nonlinear dynamics simulation model of multispan simply supported bridge and double CRTS Ⅱ track system was established based on considering rail, fastener, track plate, mortar layer, base plate, sliding layer, bridge, consolidation mechanism, terminal spine, check block and other parts, and the longitudinal force distribution characteristics of CRTS II track system on the bridge were studied. Four kinds of typical geography conditions were set to study the seismic response rules of CRTS Ⅱ track system on the bridge. Research result shows that compared with the non-longitudinal continuous track structures, the maximum track stress of CRTS Ⅱ track structure on the bridge is relatively smaller and about 138.8 MPa, and its stress envelope curve is antisymmetric and more smooth. Track plate and base plate together bear longitudinal forces, and their maximum values are near the bridge abutment and are 25.2 MPa and 27.1 MPa, respectively, which can result in cracking during the earthquake. The terminal spine bears huge longitudinal force that can reach 14-20 MN. During earthquake, a greatly relative displacement more than 24 mm occurs between base plate and bridge deck, which has the effect of seismic isolation and energy consumption. The geography conditions have 30% influence on the longitudinal stresses of rail, track plate and base plate, while have greater influence on the shear force at the pier bottom. The shear force at the pier bottom increases 4 times where the terrain(pier height)mutates. The lateral deformation of sliding layer near the abutment is larger and can reach to 2.7 mm. With the increase of pier height, the longitudinal, lateral and vertical deformations of fastener and sliding layerincrease. The sliding layer generally has larger vertical deformation that can reach 43.5 mm near the abutment. In the earthquake, there is frequent collision between check block and base plate, and the collision force near the abutment is more than 38 MPa that can cause the damage of check block. 14 figs, 26 refs.

References:

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Last Update: 2018-03-28