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首页> 外文期刊>Soil Dynamics and Earthquake Engineering >High speed railway track dynamic behavior near critical speed
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High speed railway track dynamic behavior near critical speed

机译：临界速度附近的高速铁路轨道动态行为

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This study was performed on the Amtrak Northeast Corridor (NEC) at Kingston, Rhode Island where is known as the Great Swamp and requires more frequent track maintenance. It was suspected that the so-called "critical speed" condition might exist at this particular location. The critical speed is the speed at which trains travel on the soft subgrade close to or higher than the Rayleigh wave velocity of the subgrade soil. The conventional understanding of the "critical speed" would expect both a cone-shaped ground wave motion and substantial amount of track deflections. Field investigations combined with a validated 3-D dynamic track-subgrade interaction model were used to evaluate the track performance and determine if the critical speed effect exists at the Kingston site. The track performance was investigated by a three-by-three (3 x 3) array of accelerometers. Site investigations were carried out to characterize the site and provide input data for modeling. According to the field measurements and model results, the rail did not show excessive deflections; however, ground surface wave propagation had been detected with a cone-shaped mode. In other words, the cone-shaped ground wave motion and the increase in rail deflection did not occur at the same time as the conventional understanding. In addition, the model results pointed out that the stress level in the subgrade would encounter a significant increase under the current operational speeds (less than 250 km/h) rather than excessive rail deflections and the rail deflections will increase dramatically at the simulated train speeds of over 300 km/h. Therefore, the "critical speed" is defined in two levels for the Kingston site: 1) The speed causing significant stress increase in the ballast and subgrade, at which more frequent ballast maintenance is needed; 2) The speed causing significant increase in rail deflection, at which derailment becomes a concern.
机译：这项研究是在罗德岛州金斯敦的Amtrak东北走廊（NEC）进行的，这里被称为大沼泽地，需要更频繁的轨道维护。怀疑在此特定位置可能存在所谓的“临界速度”条件。临界速度是指列车在接近或高于路基土壤瑞利波速度的软路基上行驶的速度。对“临界速度”的常规理解将期望锥形的地面波运动和大量的轨道偏转。现场调查与经过验证的3-D动态轨道-路基相互作用模型相结合，用于评估轨道性能并确定金斯敦站点是否存在临界速度效应。通过三乘三（3 x 3）的加速度计阵列研究了跟踪性能。进行了现场调查以表征现场并为建模提供输入数据。根据现场测量和模型结果，钢轨没有出现过大的挠度。然而，已经以锥形模式检测到地表波传播。换句话说，圆锥形的地波运动和铁轨偏转的增加与传统的理解并没有同时发生。此外，模型结果指出，在当前运行速度（小于250 km / h）下，路基中的应力水平将显着增加，而不是过大的钢轨挠度，并且在模拟列车速度下，钢轨挠度将急剧增加。超过300 km / h。因此，金斯敦现场将“临界速度”定义为两个级别：1）导致压载物和路基应力显着增加的速度，在该速度下需要更频繁地进行压载物维护； 2）导致轨道挠度显着增加的速度，在这种情况下，脱轨成为一个问题。

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