A review and evaluation of ballast settlement models using results from the Southampton Railway Testing Facility (SRTF)
A review and evaluation of ballast settlement models using results from the Southampton Railway Testing Facility (SRTF)
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DOI：
10.1016/j.proeng.2016.06.089
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发表时间：
2016
期刊：
影响因子：
--
通讯作者：
T. Abadi;L. Pen;A. Zervos;W. Powrie
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文献类型：
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作者：
T. Abadi;L. Pen;A. Zervos;W. Powrie
世界上许多铁路都在有碴轨道上运行，近200年来，有碴轨道为列车运行提供了稳定的支撑。然而，随着交通运输，轨道的几何形状会恶化，这主要是由于道床（道碴和底基层）的不均匀沉降的发展。当几何缺陷变得过于严重时，需要进行维护来重新调整轨道，以确保列车持续安全运行。维护是有碴铁路轨道的一项主要成本，通常采用捣固的形式。然而，捣固会损坏道碴，导致维护干预之间的恢复期缩短，直到最终道床需要完全更新。不均匀沉降的主要组成部分可归因于道碴层。然而，轨道长度的差异沉降无法通过计算或实验轻易地建模或预测。因此，总塑性（永久）沉降通常被用作现场沿轨道长度不均匀沉降发展潜力的代表。已经开发了许多经验模型来预测道碴沉降，通常作为列车轴通过次数和/或累积载荷的函数。然而，这些模型可能会产生截然不同的结果，这可能表明输入变量尚未得到充分表述。本文描述了一些当前的经验道碴沉降模型，并使用南安普顿铁路测试设施 (SRTF) 生成的实验数据对其进行了评估。该设备代表一段轨道，由 650 毫米宽的单个枕木间隔组成，由刚性侧面限制，以加强平面应变条件。本文总结了现有模型的优点和缺点，并提出了改进模型时可以考虑的变量。
Many of the world's railways run on ballasted track, which has for nearly 200 years provided a stable support for train operation. However, with trafficking the geometry of the track deteriorates, mainly as a result of the development of differential settlement of the track-bed (ballast and sub-base). When the geometry defects become too severe, maintenance is needed to realign the track to enable the continued safe running of trains. Maintenance is a major cost associated with ballasted railway track, which usually takes the form of tamping. However, tamping damages the ballast, resulting in a diminishing return period between maintenance interventions until eventually the track-bed requires full renewal. A major component of the differential settlement can be attributed to the ballast layer. However, differential settlement of lengths of track cannot easily be modelled or predicted either computationally or experimentally. Thus the total plastic (permanent) settlement is often used as a proxy for the potential for the development of differential settlement along a length of track in the field. Many empirical models have been developed to predict ballast settlement, usually as a function of the number of train axle passes and/or the cumulative load. However, these models may produce very different results, perhaps indicating that the input variables have not been adequately formulated. This paper describes some current empirical ballast settlement models, and evaluates them using experimental data generated using the Southampton Railway Testing Facility (SRTF). This apparatus represents a section of track consisting of a single sleeper bay 650 mm wide, confined by rigid sides that enforce plane strain conditions. The paper summarises the strengths and weaknesses of the existing models, and suggests variables that could be taken into account to improve them.