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Keywords: rail, transition, dynamic response, LS-DYNA.

Summary

At Taiwan High Speed Rail, we use a track geometry vehicle to measure the track regularity on a periodic regular basis and utilize the on-board patrol installed on the train body to confirm rider's comfort. From the collected data, it was noticed that the track has vertical irregularity occurring at the transition section which is an 8-meter long earthwork section connecting the tunnel with the viaduct structure. This paper presents the results of our work investigating the cause and effect of the track irregularities. It includes monitoring of civil infrastructure, dynamic response measurements on track structure and numerical simulation. The monitoring data indicates the civil infrastructure at the transition section is stable. Dynamic responses of roadbed for tracks were measured and recorded for trains with different operational speeds. The dynamic response data indicates that vibration in the Z direction at the earthwork section is much more significant compared to other check points in tunnel and on viaduct. This could be caused by the 12 mm thin gap observed underneath the roadbed concrete. To verify this postulation, a numerical simulation using the transient dynamic finite element method code LS-DYNA was performed. Combining the dynamic response measured on site and results of the numerical analysis, we reached the conclusion that the gap between roadbed and the earthwork structure is the root cause of the observed high dynamic response of the track structure. Besides, rail with vertical irregularity could cause significant vibration on train body and this coincides with the measurement of acceleration by the on-board patrol. The results from the numerical simulation suggested that the irregular vertical track geometry may be caused by the repetitive rotation movement of the mass concrete during railway daily operation. A long-term monitoring plan has been implemented to observe the mass concrete movement. Currently, the track geometry can be maintained by adjustment of rail fasteners.

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Front Page Browse CCP CSETS CTR IJRT Other Authors Search Purchase Guide FAQ Contact us	Civil-Comp Proceedings ISSN 1759-3433 CCP: 104 PROCEEDINGS OF THE SECOND INTERNATIONAL CONFERENCE ON RAILWAY TECHNOLOGY: RESEARCH, DEVELOPMENT AND MAINTENANCE Edited by: J. Pombo Paper 224 Impact Analysis of Track Irregularity in Transition Section of High Speed Rail H.W. Yang¹, D. Chu¹, I.C. Wang², C.F. Hung² and S.K. Ho³ ¹Taiwan High Speed Rail Corporation ²National Taiwan University ³Sino-Geotechnology, Inc., Taiwan doi:10.4203/ccp.104.224 purchase the full-text of this paper Full Bibliographic Reference for this paper H.W. Yang, D. Chu, I.C. Wang, C.F. Hung, S.K. Ho, "Impact Analysis of Track Irregularity in Transition Section of High Speed Rail", in J. Pombo, (Editor), "Proceedings of the Second International Conference on Railway Technology: Research, Development and Maintenance", Civil-Comp Press, Stirlingshire, UK, Paper 224, 2014. doi:10.4203/ccp.104.224 Keywords: rail, transition, dynamic response, LS-DYNA. Summary At Taiwan High Speed Rail, we use a track geometry vehicle to measure the track regularity on a periodic regular basis and utilize the on-board patrol installed on the train body to confirm rider's comfort. From the collected data, it was noticed that the track has vertical irregularity occurring at the transition section which is an 8-meter long earthwork section connecting the tunnel with the viaduct structure. This paper presents the results of our work investigating the cause and effect of the track irregularities. It includes monitoring of civil infrastructure, dynamic response measurements on track structure and numerical simulation. The monitoring data indicates the civil infrastructure at the transition section is stable. Dynamic responses of roadbed for tracks were measured and recorded for trains with different operational speeds. The dynamic response data indicates that vibration in the Z direction at the earthwork section is much more significant compared to other check points in tunnel and on viaduct. This could be caused by the 12 mm thin gap observed underneath the roadbed concrete. To verify this postulation, a numerical simulation using the transient dynamic finite element method code LS-DYNA was performed. Combining the dynamic response measured on site and results of the numerical analysis, we reached the conclusion that the gap between roadbed and the earthwork structure is the root cause of the observed high dynamic response of the track structure. Besides, rail with vertical irregularity could cause significant vibration on train body and this coincides with the measurement of acceleration by the on-board patrol. The results from the numerical simulation suggested that the irregular vertical track geometry may be caused by the repetitive rotation movement of the mass concrete during railway daily operation. A long-term monitoring plan has been implemented to observe the mass concrete movement. Currently, the track geometry can be maintained by adjustment of rail fasteners. purchase the full-text of this paper (price £20) go to the previous paper go to the next paper return to the table of contents return to the book description purchase this book (price £65 +P&P)
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