TRACK SYSTEMS FOR HIGH SPEED RAILWAYS: GETTING IT RIGHT

高速铁路轨道系统：正确实施

• 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

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.

随着技术进步，列车速度随着时间的推移稳步提高，拟议的第二条英国高速铁路线 (HS2) 可能会采用“被动配置”设计，以实现未来 400 公里/小时的运行速度。这比世界上任何有碴轨道铁路都要快。目前根本不知道时速可能达到 400 公里/小时的铁路轨道是否会更好地使用传统的道碴床、工程化程度更高的轨道形式（例如板式轨道）或两者的混合体来建造。尽管板式轨道可能具有更持久的优点，但有碴轨道的建造成本较低，如果可以克服或减少持续维护的需要，则可能会带来全生命周期成本和碳效益。从 HS1 的运行经验和 HS2 的总体设计来看，与有碴轨道相关的某些知识差距已经变得很明显。这些问题涉及1。轨道几何形状：HS1（伦敦到英吉利海峡隧道）的经验是，轨道的某些部分，例如过渡区（有碴轨道和隧道和桥梁中使用的更高设计的轨道模板之间）和一些弯道需要过度夯实。这会导致道碴加速退化并增加地面振动；在材料使用和对周围环境的影响方面，两者都会对铁路的环境绩效产生不利影响。因此，当前设计规则在允许的速度、垂直和水平曲线半径组合方面的适用性，以及这些如何影响持续维护以保持乘坐质量和乘客舒适度的需要是不确定的。2．临界速度：在松软的地面上，列车速度可以接近或超过地面中的波速，从而引起共振型效应并增加变形。这种现象的实例已经通过许多缓解措施得到克服，例如使用压实填料和土工格栅重建路堤、安装桩筏以及使用深层干土混合或控制模量柱进行地面处理。此类补救措施的成本可能非常高，特别是如果主要是出于预防目的而采取这些措施的话。然而，许多分析方法不够完善（例如，经常假设线弹性行为或忽略地面、轨道支撑系统和列车动力学的异质性），并且传统的经验方法可能会显着高估动态放大效应。因此，如果可以更好地理解基础科学，则可以通过制定更具成本效益的解决方案来实现可观的经济效益。 3. 道碴飞行，即道碴颗粒在超高速列车通过期间可能飘浮在空气中。如果一小块道碴颗粒落在铁轨上然后被压碎，可能会对火车底部以及铁轨本身造成严重损坏。调查表明，压载飞行取决于机械力和空气动力的共同作用，因此与列车运行条件和轨道布局都有关，但引起它的确切条件尚不完全清楚。研究思路是，通过了解与高速铁路相关的基础科学，并通过适当、合理的工程设计进步来实施它，我们可以大大提高线路速度至少 400 公里/小时的有碴铁路轨道的效率并减少维护需求。

项目成果

Evaluating railway track support stiffness from trackside measurements in the absence of wheel load data

在没有轮载数据的情况下，通过轨旁测量评估铁路轨道支撑刚度

• DOI: 10.1139/cgj-2015-0268
• 发表时间: 2016-02-18
• 期刊: Canadian Geotechnical Journal
• 影响因子: 3.6
• 作者: L. Pen;D. Milne;D. Thompson;W. Powrie
• 通讯作者: W. Powrie

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

基于 ISO 2631-1 的列车速度和轨道几何形状对高速铁路乘坐舒适性的影响

• DOI: 10.1177/0954409719868050
• 发表时间: 2019-08-15
• 期刊: Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit
• 作者: Chi Liu;D. Thompson;M. Griffin;M. Entezami
• 通讯作者: M. Entezami

Proving MEMS Technologies for Smarter Railway Infrastructure

证明 MEMS 技术可实现更智能的铁路基础设施

• DOI: http://dx.10.1016/j.proeng.2016.06.222
• 发表时间: 2016
• 期刊: Procedia Engineering
• 作者: Milne D

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。

• DOI: http://dx.10.1177/0954409718762172
• 发表时间: 2018
• 期刊: Proceedings of the Institution of Mechanical Engineers. Part F, Journal of rail and rapid transit
• 作者: Milne D

The influence of variation in track level and support system stiffness over longer lengths of track for track performance and vehicle track interaction

较长轨道长度上轨道水平和支撑系统刚度的变化对轨道性能和车辆轨道相互作用的影响

• DOI: 10.1080/00423114.2019.1677920
• 发表时间: 2019-10-13
• 期刊: Vehicle System Dynamics
• 影响因子: 3.6
• 作者: D. Milne;J. Harkness;L. Le Pen;W. Powrie
• 通讯作者: W. Powrie