TRACK SYSTEMS FOR HIGH SPEED RAILWAYS: GETTING IT RIGHT

高速铁路轨道系统：正确实施

基本信息

批准号：
EP/K03765X/1
负责人：
William Powrie
金额：
$ 105.76万
依托单位：
University of Southampton
依托单位国家：
英国
项目类别：
Research Grant
财政年份：
2014
资助国家：
英国
起止时间：
2014 至无数据
项目状态：
已结题

来源：
https://gtr.ukri.org/projects?ref=EP%2FK03765X%2F1
关键词：
TRACK SYSTEMS SPEED RAILWAYS GETTING

项目摘要

Train speeds have steadily increased over time through advances in technology and the proposed second UK high speed railway line (HS2) will likely be designed with "passive provision" for future running at 400 km/hour. This is faster than on any ballasted track railway in the world. It is currently simply not known whether railway track for speeds of potentially 400 km/hour would be better constructed using a traditional ballast bed, a more highly engineered trackform such as a slabtrack or a hybrid between the two. Although slabtrack may have the advantage of greater permanence, ballasted track costs less to construct and if the need for ongoing maintenance can be overcome or reduced, may offer whole-life cost and carbon benefits. Certain knowledge gaps relating to ballasted track have become apparent from operational experience with HS1 and in the outline design of HS2. These concern1. Track Geometry: experience on HS1 (London to the Channel Tunnel) is that certain sections of track, such as transition zones (between ballasted track and a more highly engineered trackform as used in tunnels and on bridges) and some curves require excessive tamping. This results in accelerated ballast degradation and increased ground vibration; both have an adverse effect on the environmental performance of the railway in terms of material use and impact on the surroundings. Thus the suitability of current design rules in terms of allowable combinations of speed, vertical and horizontal curve radius, and how these affect the need for ongoing maintenance to retain ride quality and passenger comfort is uncertain.2. Critical velocity: on soft ground, train speeds can approach or exceed the speed of waves in the ground giving rise to resonance type effects and increased deformations. Instances of this phenomenon have been overcome using a number of mitigation measures such as the rebuilding of the embankment using compacted fill and geogrids, installation of a piled raft and ground treatment using either deep dry soil mixing or controlled modulus columns. The cost of such remedial measures can be very high, especially if they are taken primarily on a precautionary basis. However, many methods of analysis are unrefined (for example, linear elastic behaviour is often assumed or the heterogeneity of the ground, track support system and train dynamics are neglected), and conventional empirical methods may significantly overestimate dynamic amplification effects. Thus there is scope for achieving considerable economic benefits through the specification of more cost effective solutions, if the fundamental science can be better understood. 3. Ballast flight, ie the potential for ballast particles to become airborne during the passage of a very high speed train. This can cause extensive damage to the undersides of trains, and to the rails themselves if a small particle of ballast comes to rest on the rail and is then crushed. Investigations have shown that ballast flight depends on a combination of both mechanical and aerodynamic forces, and is therefore related to both train operating conditions and track layouts, but the exact conditions that give rise to it are not fully understood.The research idea is that, by understanding the underlying science associated with high speed railways and implementing it through appropriate, reasoned advances in engineering design, we can vastly improve on the effectiveness and reduce maintenance needs of ballasted railway track for line speeds up to at least 400 km/h.

随着时间的推移，随着时间的推移，火车速度稳步提高，拟议的第二英国高速铁路线（HS2）可能会以“被动供应”设计，以便将来以400 km/小时的速度运行。这比世界上任何压载轨道铁路上都要快。目前，目前尚不清楚使用传统的镇流器床（例如板块等高度工程的跟踪形式），例如板条或两者之间的混合体，是否可以更好地构建潜在400公里/小时速度的铁路轨道。尽管Slabtrack可能具有更大的持久性，但压载轨道成本较小，如果可以克服或减少持续维护的需要，则可能会提供全寿命成本和碳福利。与压载轨道有关的某些知识差距已经从HS1的运营经验以及HS2的轮廓设计中显而易见。这些关注1。轨道几何形状：HS1（伦敦到频道隧道）的经验是，某些轨道的部分，例如过渡区（在压载轨道和隧道和桥梁上使用的高度工程轨道之间），并且某些曲线需要过多的污染。这导致镇流器降解加速并增加地面振动。两者在物质使用和对周围环境的影响方面对铁路的环境表现产生不利影响。因此，目前设计规则的适用性是允许速度，垂直和水平曲线半径的允许组合，以及它们如何影响持续维护以保持乘车质量和乘客舒适度的需求。2。临界速度：在柔软的地面上，火车速度可以接近或超过地面波速，从而导致共振类型效应并增加变形。使用多种缓解措施（例如使用紧凑型填充物和地理格式进行重建，安装堆积的筏子以及使用深层干燥土壤混合或受控模量柱的地面处理），已经克服了这种现象的实例。这种补救措施的成本可能很高，尤其是如果它们主要是基于预防措施。但是，许多分析方法是未经精制的（例如，通常假定线性弹性行为，或者忽略了地面，轨道支撑系统和训练动力学的异质性），并且常规的经验方法可能会显着高估动态放大效果。因此，如果可以更好地理解基本科学，则存在通过规范更具成本效益的解决方案来实现可观的经济利益的范围。 3。镇流器飞行，即在非常高速列车的通行期间，镇流器颗粒成为空降的潜力。这可能会对火车的下侧造成广泛的破坏，如果一小束镇流器静置在轨道上，然后被压碎，则会对轨道本身造成严重破坏。调查表明，压载飞行取决于机械和空气动力的组合，因此与火车的操作条件和轨道布局有关，但是引起它的确切条件尚未完全了解。通过了解与高速铁路相关的基本科学，并通过适当的工程设计方面的合理进步来实施，我们可以极大地提高效力，并减少压载铁路轨道的维护需求，以使线路速度至少至少400 km/h。

项目成果

期刊论文数量（10）

专著数量（0）

科研奖励数量（0）

会议论文数量（0）

专利数量（0）

Effect of train speed and track geometry on the ride comfort in high-speed railways based on ISO 2631-1

DOI：
10.1177/0954409719868050
发表时间：
2019-08
期刊：
Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit
影响因子：
0
作者：
Chi Liu;D. Thompson;M. Griffin;M. Entezami
通讯作者：
Chi Liu;D. Thompson;M. Griffin;M. Entezami

Automated processing of railway track deflection signals obtained from velocity and acceleration measurements.

自动处理从速度和加速度测量获得的铁路轨道偏转信号。