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Monitoring of railway structures of the high speed line BPL with bituminous and granular sublayers

机译：用沥青和颗粒子层监控高速铁路BPL的铁路结构

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Ballast deterioration, under dynamic loads, remains an important issue on high-speed tracks that can lead to high maintenance costs. This ballast deterioration leads to settlements. Several studies have shown that these settlements were linked to high accelerations produced in the ballast by high-speed train (HST) passages. The solution with bituminous underlayment was used since 1980s in several countries like United States, Italy, Spain, especially on high-traffic and high-speed lines (HSL). In France, the interest in this technique is recent. Following the East European HSL satisfactory behavior, a layer of asphalt concrete was used under the ballast layer of the Bretagne-Pays de la Loire (BPL) HSL. It is intended, in addition to the schedule savings and the protection of the subgrade during the construction phase, to reduce acceleration amplitudes produced at the passage of HST, to ensure moisture stability in the subgrade and thereby to decrease the maintenance costs of the tracks.BPL HSL includes 105 km of innovative track with an asphalt concrete (GB) ballast sublayer, and 77 km with a granular layer under the ballast (UGM). Out of the instrumented sections of the BPL track, 3 sections are constructed with GB subballast layer and one with a layer of UGM as a subballast layer. A total of 127 sensors that includes accelerometers, anchored displacement sensors, temperature and humidity probes, and extensometers are used. Sensors are placed at various positions and depths in the track structures. Data were first acquired during a speed up test phase, under controlled conditions, with the same train passing at speeds ranging from 160 to 352 km/h. This paper presents the different sensors used for the instrumentation as well as the acquisition system installed to collect all measurements. Data treatment and processing is explained in details. Finally, results obtained for different speeds are presented, with a focus on accelerometer and anchored displacement sensor measurements, on two sections, allowing, among others, comparisons between the response of structures with and without asphalt concrete. The role of the GB, as a subballast layer, in damping the vertical displacement of the sub ballast structure and reducing the accelerations peaks in the ballast layer for ballasted tracks is demonstrated. (C) 2019 Elsevier Ltd. All rights reserved.
机译：在动态负载下，镇流器的劣化仍然是高速轨道上的重要问题，这可能导致高昂的维护成本。这种压载物恶化导致沉降。多项研究表明，这些沉降与高速列车（HST）通道在道ast中产生的高加速度有关。自1980年代以来，在美国，意大利，西班牙等多个国家使用含沥青衬砌的解决方案，尤其是在高流量和高速线路（HSL）上。在法国，对该技术的兴趣是最近的。遵循东欧HSL令人满意的行为，在不列塔尼-卢瓦尔河沿岸（BPL）HSL的压载层下使用了一层沥青混凝土。除了节省时间和在施工阶段对路基进行保护外，还旨在减少在HST通过时产生的加速度振幅，以确保路基中的湿气稳定性，从而降低轨道的维护成本。 BPL HSL包括105公里的创新性轨道和沥青混凝土（GB）压载子层，以及77公里的压载物下方的颗粒层（UGM）。在BPL轨道的检测段中，有3个段由GB子镇流层构成，一个由UGM层作为子镇流层构成。总共使用了127个传感器，其中包括加速度计，锚定位移传感器，温度和湿度探头以及引伸计。传感器放置在轨道结构中的各种位置和深度处。首先在可控条件下的加速测试阶段获取数据，同一列火车以160至352 km / h的速度通过。本文介绍了用于仪器仪表的不同传感器以及为收集所有测量值而安装的采集系统。详细说明数据处理和处理。最后，介绍了针对不同速度获得的结果，重点放在两个部分上的加速度计和锚定位移传感器测量上，除其他外，允许比较有无沥青混凝土结构的响应。证明了GB作为子镇流层在抑制子镇流器结构的垂直位移和减少道ball轨道的镇流层中的加速度峰值中的作用。 （C）2019 Elsevier Ltd.保留所有权利。

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