Method for designing a slab track system and slab track system designed

专利摘要:
Disclosed are a method for designing a slab track system and the slab track system (1) designed using said method, the method comprising the following steps: establishing (8) a dynamic load of a train under study, which load is to be supported by the slab track; establishing (9) a first geometry of the components of the slab track; performing (12) a compression fatigue calculation on the slab track system (1) by means of a numerical model; composing (17) a map of damage (44) from the numerical model of the concrete slab (4), the damage in each node being represented on a map; and considering (18) the design of the slab track system to be correct when the damage (44) in none of the nodes exceeds a value of 1. The invention also relates to a slab track system designed using this method.
公开号:ES2671913A1
申请号:ES201690054
申请日:2015-07-01
公开日:2018-06-11
发明作者:Juan Carlos LANCHA FERNÁNDEZ；Enrique LAUNA ORIOL；Elena ARREDONDO LILLO；Gonzalo RUIZ LÓPEZ；Elisa POVEDA BAUTISTA；Rena CHENGXIANG YU；Xiaoxin Zhang；Manuel Tarifa Crespo
申请人:Universidad de Castilla La Mancha；Obrascon Huarte Lain SA；
IPC主号:

专利说明:

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Description of the invention
The present invention relates to a method of designing a plate track system, where the plate track system comprises the following components: a rail, a fixing, a concrete plate, a cement and asphalt mortar cushion, a continuous concrete screed located on a ground; having all these components a geometry and some parameters that define them, where at least one component is chosen to choose between the fixation, the concrete plate, the cement and asphalt mortar cushion and the continuous concrete screed.
The process object of the invention comprises the following steps:
- establish a dynamic load of a train under study to be supported by the plate, represented as a complete pulse,
- establish a first geometry of the components of the plate track,
- perform a modal analysis of the plate track system,
- carry out a transient analysis of the plate track system,
- perform a fatigue compression calculation on the plate track system by means of a previously established numerical model, comprising the following steps:
- model each component of the plate track system in the numerical model, introducing the first geometry and first values of the parameters of each component,
- simulate the dynamic load to be supported by a complete train's plate track system, represented by a complete pulse corresponding to the dynamic load applied at each moment,
- calculate the damage generated on a node of the concrete plate,
- repeat the calculation of the damage on all nodes of the plate,
- compose a damage map of the numerical model of the concrete plate representing the damage on each node on a map, and
- give the design of the plate track system as correct when the damage in any of the nodes exceeds a value of 1.
The steps of establishing a dynamic load of a train under study to be supported by the plate track, represented as a complete pulse and establishing a first geometry of the components of the plate track, can be performed in a manner
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Simultaneously or reversing the order.
In the design procedure of a plate track system object of the invention the step of calculating the damage generated in a node is performed with the following procedure:
- extract the history of a main compression tension at that node of the full pulse corresponding to the dynamic load applied at each moment in the node,
- to count the fatigue cycles of the main compression tension by means of a known algorithm, in which the cycles counted by tension levels are grouped and the cycles with the same tension level are added,
- calculate the number of cycles that the concrete is capable of withstanding for each stress level using a known formulation,
- obtain damage to the node for each stress level by dividing the number of fatigue cycles of the main compression stress counted by the number of cycles that the concrete is capable of withstanding for each stress level,
- find the total damage on that node by adding the damage for each voltage level.
In the design procedure of a plate track system object of the invention to calculate the number of cycles that the concrete is capable of withstanding for each tension level, a formulation is chosen to choose between: Model Code 2010, model proposed by Castillo et al, proposed by Hsu et al and current regulations in the calculation model.
The design procedure of a plate track system object of the invention when the damage to any node of the plate exceeds a value of 1, comprises the additional steps of:
- modify at least one value to choose between the first geometry and the parameters that define the rail, the fixing, the concrete plate, the cement and asphalt mortar cushion, the continuous concrete screed,
- perform the fatigue compression calculation again using a previously established numerical model,
- compose a damage map of the numerical model of the concrete plate representing the damage on each node on a map, and
- give the design of the plate track system as correct when the damage in
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none of the nodes exceeds a value of 1.
At the stage of modifying at least one value to choose between the geometry and the parameters that define the fixation, the concrete plate, the cement and asphalt mortar cushion and the continuous concrete screed of the design procedure of a track system In a plate object of the invention, a thickness of the concrete plate is first modified.
At the stage of modifying at least one value to choose between the geometry and the parameters that define the fixation, the concrete plate, the cement and asphalt mortar cushion and the continuous concrete screed of the design procedure of a track system The plate object of the invention modifies at least one value to choose between a compressive strength, an elastic modulus and a Poisson coefficient of the parameters defining the concrete plate.
In the design procedure of a plate track system object of the invention, the dynamic load to be supported by the plate track system from a target train represented by a complete pulse is simulated from a pulse corresponding to a bogie. known from any train, and includes the following steps:
- perform a temporary scaling of the known bogie pulse, by changing a time base of the known train to a time base of the target train, obtaining a temporarily scaled pulse,
- compose a pulse of a temporarily scaled train corresponding to the target train, repeating the temporarily scaled pulse for the car and locomotive bogies of the target train,
- perform an amplitude scaling of the pulse of a temporarily scaled train corresponding to the target train, multiplying the pulse of a temporarily scaled train corresponding to the target train by a factor,
- obtain a complete pulse corresponding to the complete train, to adapt the complete pulse to the total weight of the complete train.
In the design procedure of a plate track system object of the invention, the dynamic load to be supported by the plate track system from a target train represented by a complete pulse is obtained from real data, and
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It comprises the following steps:
- collect data from real train records, represented as real pulses, and for each real pulse,
- perform a temporary scaling of the actual pulse, by changing a time base of the known train to a time base of the target train,
- perform an amplitude scaling, multiplying the pulse temporarily scaled by a factor obtaining a complete pulse corresponding to the target train,
- apply the Fourier transform by decomposing the real pulse into harmonics,
- find the average spectrum of the signals,
- apply Fourier anti-transform.
In the design process of a plate track system object of the invention, performing the modal analysis comprises calculating the vibration modes and natural frequencies associated with each vibration mode.
In the design procedure of a plate track system object of the invention, the stage of finding the accumulated damage for each node is carried out by means of the Palmgren-Miner law that adds the damage obtained in the cycles for each voltage level.
The object of the invention is also a plate track system that has been designed by the method disclosed in any of the preceding claims.
Description of the figures
In order to complete the description and in order to help a better understanding of the characteristics of the invention, this descriptive report is attached, as an integral part thereof, a set of drawings in which with an illustrative and non-limiting nature, the next:
Figure 1 shows a block diagram with the steps of the design procedure of a plate track system.
Figure 2 shows a block diagram with the steps to make a complete pulse of a train under study from a known pulse of a bogie.
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Figure 3 shows a block diagram with the steps to elaborate a complete pulse of a train under study from a real pulse of a train.
Figure 4 shows a block diagram with the stages of compression fatigue calculation by means of a numerical model.
Figure 5 shows a plan view of the preferred embodiment of the concrete plate used in the plate track system that is the object of the invention.
Figure 6 shows the modeling of the symmetrical half of the concrete plate, as well as the corresponding fixings.
Figure 7 shows a cross section of the rail modeling.
In figure 8, the modeling of the symmetrical half of the system can be seen in the design plate path including the rail, the fixings, the concrete plate, the cement and asphalt mortar cushion and the continuous concrete screed.
A modeling of the symmetrical half of the plate track system of the finite element model including the terrain in addition to the elements of figure 8 can be seen in Figure 9.
Figure 10 shows the generic configuration of a Universal Dynamic Train Type A.
Figure 11 shows the pulse corresponding to a known bogie of any train.
Figure 12 shows the pulse of the type A train showing on the x-axis the time in seconds and on the axis and the load in kN.
Figure 13 shows the pulse of figure 12 in harmonics showing on the x-axis the time in seconds and on the axis and the frequency in Hz.
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Figure 14 shows the evolution in time of the maximum equivalent voltage on the central plate after applying the pulse of Figure 12 showing on the x-axis the time in seconds and on the axis and the equivalent voltage in MPa.
Figure 15 represents the evolution in time of the seat on the central plate after applying the pulse of Figure 12 showing on the x-axis the time in seconds and on the axis and the seat in mm.
Figure 16 shows the complete pulse of the load calculated from actual data records for the AVES103 train showing on the x-axis the time in seconds and on the axis and the load in kN.
Figure 17 represents the distribution of the equivalent voltage expressed in MPa in the central plate for the instant 0.224 seconds counted since the type A train arrives at the first plate, the different values of the equivalent voltage are shown with different frames.
Figure 18 shows the seat of the central plate in the instant 0.224 seconds counted since the train type A arrives at the first plate, the different values of the seat are shown with different hatches.
Figure 19 represents the history of voltages amplified by a factor of 5, for the most unfavorable node of the central plate, highlighting with a thicker line the compression tension.
Figure 20 shows the map of fatigue damage on the central plate amplifying the load of the type A train by a factor of 5, the different values of damage are shown with different patterns.
The references reflected in the figures correspond to the following elements:
1. - plate track system,
2. - lane,
3. - fixing
4. - concrete plate,
5. - cement and asphalt mortar cushion,
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6. - continuous concrete screed,
7. - terrain,
8. - establish a dynamic load of a train under study to be supported by the track
on plate,
9. - establish a first geometry of the components of the plate track,
10.-make a modal analysis,
11.-make a transitory analysis,
12.-make a compression fatigue calculation on the plate track system by means of a numerical model,
13. -model each component of the plate track system,
14. -simulate the dynamic load to be supported by a complete train's plate track system, represented by a complete pulse,
15. -calculate the damage generated in a node,
16. -repeat the damage calculation on all nodes of the plate,
17. -compose a damage map of the numerical model,
18.-give the design of the plate track system correctly when the damage in any of the nodes exceeds a value of 1,
19.-extract the history of a main compression stress on that node,
20.-count the fatigue cycles of the main compression tension,
21. -Calculate the number of cycles that the concrete is capable of withstanding for each stress level,
22.-get damage at the node for each voltage level,
23.-find the total damage on that node,
24. -modify at least one value,
25. -thickness of the concrete plate,
26. -pulse corresponding to a known bogie,
27.-make a temporary escalation,
28. - compose a pulse of a temporarily scaled train corresponding to the target train,
29.-make an amplitude scaling,
30.-obtain a complete pulse corresponding to the complete train,
31.-collect data from real train records,
32. -temporary scaling of the actual pulse,
33. -apply the Fourier transform,
34.-Find average spectrum of signals,
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35. -Apply Fourier transform,
36. - central lightening;
37. -bocado,
38. - full pulse,
39. -car length,
40.-distance between axes,
41.-pulse in harmonics,
42. - equivalent voltage,
43.-seat, and
44. -damage.
Description of an embodiment of the invention
A description of an embodiment of the invention is described below, referring to the references of the figures.
A plate track system (1) is formed by the following elements, described from the area of contact with the train to the area farthest from the train:
- lane (2) UIC-60 (modeling observable in figure 7),
- fixing (3),
- concrete plate (4),
- cement and asphalt mortar cushion (5),
- continuous concrete screed (6), and
- land (7).
The process object of the invention is based on a preliminary design of a plate track system (1) defined by a first geometry and first values of the parameters of the components of the plate track system (1), checking the behavior of said preliminary design of a plate track system (1) against the project loads, especially the fatigue fatigue behavior, said behavior is checked from a numerical model developed for the procedure object of the invention, which provides a damage map (44) of the prediction of the behavior of the plate track system (1), through which the first geometry and the first parameter values of the system components of the system are accepted or not plate track (1).
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In the numerical model it is necessary to enter values of the parameters of the components of the track system on board (1). The values of these parameters are well known through experimental trials or are extracted from specialized literature. These parameters are: compressive strength fc, elastic modulus E, Poisson coefficient v, density p and critical damping fraction
First of all it is necessary to know the dimensions of the components of the plate track system (1) from which one wants to check its behavior to model each component in the numerical model of the plate track system (13). For the preferred embodiment of the invention, a rectangular concrete plate geometry (4) having a central lightening (36) and two semi-circular morsels (37) located in the center of the smaller sides of the plate has been chosen concrete (4) (this geometry can be seen in figure 5), said bites (37) correspond to a cylindrical concrete stop (not shown) existing between the concrete plates (4) that absorbs the lateral and longitudinal forces of the concrete plates (4).
The dimensions of the concrete plate (4) chosen in the preferred embodiment of the invention are: length 5.13 meters, width 2.50 meters and thickness (25) 0.22 meters, and the dimensions of the central lightening (36) They are length 2.99 meters, width 0.79 meters and thickness 0.22 meters.
It is necessary to know the optimal number of concrete plates (4) to be considered to obtain a representative behavior of the superstructure of the plate track system (1). For the preferred embodiment of the invention, three concrete plates (4) joined by the cylindrical stops are considered, that is, the length of the numerical model is 15.53 meters, which corresponds to three concrete plates (4) separated by seven centimeters (5.13 + 0.07 + 5.13 + 0.07 + 5.13 meters).
In the numerical model used in the process object of the invention a calculation program based on the finite element method is used. The calculation of the numerical model is performed in an elastic regime.
The geometry of the concrete plate (4) of the plate track system (1) object of design, in the preferred embodiment of the invention presents symmetry with respect to an axis
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principal, which represents a simplification to take into account in the model because only the symmetrical half of the concrete plate (4) is modeled. Modeling of the concrete plate (4) is done only with half of the concrete (4) saves the calculation time of the numerical model.
With this first geometry of the components of the plate track system, two analyzes are performed:
- A modal analysis (10): calculates the vibration modes and the natural frequencies associated with each mode.
- A transient analysis (11): calculates the response of the concrete plate (4) to a transient dynamic load.
The modal analysis (10) predicts the dynamic behavior of the plate track system (1), determining the natural frequencies and the associated vibration modes, considering that the structures have as many vibration modes as degrees of freedom. The determination of the natural frequencies and the vibration modes associated with them is carried out to verify that the plate path (1) does not come into resonance according to the dimensioning performed, that is, that the combination of the vibration modes considered causes the load applied is magnified and consequently the damage (44) produced to the plate track system (1) is also magnified.
Said modal analysis (10) is solved by the equation:
[M] ü + [K] u = 0
where [M] is the mass matrix, ü is the acceleration, [K] is the stiffness matrix, and u is the displacement.
The vibration modes considered in the numerical model are:
- those produced at low frequency,
- those with their own frequency equal to the frequency of the load spectrum to which the structure is subjected,
- those where the point of application of the load and the most unfavorable area of the modal analysis (10) coincide spatially,
- those in which the sense of vibration proper to the structure is in phase
numerical The one that the plate
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With the load applied.
The transient analysis (11) is a dynamic calculation by which the linear response of a structure to time-varying loads is calculated, so it requires a data entry corresponding to the load applied at each instant of time.
To carry out the transient analysis (11) the equation is used:
[M] ü + [C] ú + [K] u = F (t)
In the previous equation, the term [M] represents the inertia of the system, [C] the damping that opposes the speed and [K] the rigidity of the system; ü acceleration, ú speed and u displacement.
Damping is known as the ability of a system or body to dissipate energy. The damping in the plate track translates into the ability of the concrete to dissipate the energy provided by the train's acting load.
In the transitory analysis (11), since the damping matrix is an element difficult to determine experimentally, the hypothesis is made that the damping matrix is a linear combination of the stiffness and mass matrices, so that said matrix of Damping is expressed as:
[C] = a [M] +
image 1
In the previous equation the multiplier of the mass matrix a is considered negligible, assuming that the structure dampens much where it is very rigid, the degree of damping is expressed as a function of the critical damping fraction of the material and the frequency (f) of greater amplitude of the applied load.
image2
The actions applied to the structure at a very low frequency produce
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very low speeds and accelerations compared to relatively large displacements, that is, the system behaves as if it were static. As the frequency of the actions increases, the term of the damping becomes important, but at very high frequencies the value of becomes very low, and therefore the term of the damping of the general equation of dynamics, loses much weight in favor of the term that represents inertia.
By entering in the numerical model the previous data of the load at each moment and performing the aforementioned transient analysis (11), the evolution of the maximum equivalent voltage (42) is obtained, in the central plate (observable in Figure 14). Figure 15 represents the evolution in time of the seat (43) on the central concrete plate (4) after applying the complete pulse (38). These maximum values correspond to different nodes of the central concrete plate (4) according to the moment. Thus the maximum value of the equivalent voltage (42) occurs at 0.224 s and the maximum seat (43) at 3,732 s since the train arrives at the first plate (of the three plates that have been considered for the numerical model). The maximum equivalent tension (42) of 0.64 MPa is reached at 0.224 s around the inner corner of the concrete plate (4).
Figures 17 and 18 represent, respectively, the distribution of the equivalent tension (42) at the instant corresponding to 0.224 s, and the seat (43) at that same moment, for half of the concrete plate (4) modeled on The numerical model.
Figure 6 shows the modeling of the symmetrical half of one of the concrete plates (4) with eight fixings (3) spaced 0.65 meters apart from the center of gravity of the fasteners (3).
The rail (2) is modeled with a two-node uniaxial element with six degrees of freedom in each node, (translation and rotation in the directions of the three axes). In figure 7 a cross section of the modeling of the rail (2) can be observed.
To introduce the concrete plate (4) into the numerical model, an 8-node volumetric element with three degrees of freedom per node (three-axis translation) is used. To enter the parameter values of the numerical model
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concrete of the concrete plate (4) the values corresponding to a standard strength concrete have been used, and with respect to the elastic modulus, the one that usually corresponds to the reinforced concrete is considered.
To introduce the fixation (3) in the numerical model a simplification has been made, and it is also introduced using the 8-node volumetric element with three degrees of freedom per node (three-axis translation), simulating the fixation (3) with an approximate length of 0.35 meters. The fixing (3) is represented by a deformable solid that connects the rail (2) with the surface of the concrete plate (4), in which the movement between the fixing (3) and the concrete plate (4) is restricted ) to the movement of a rigid solid.
As already explained in the plate track system (1) under the concrete plate (4) there is a cement and asphalt mortar cushion (5), for the introduction in the numerical model said cement mortar cushion and asphalt (5) has been modeled with the 8-node volumetric element with three degrees of freedom per node (three-axis translation) already used. In the preferred embodiment of the plate track system (1) the cement and asphalt mortar cushion (5) has a rectangular shape and is distributed on both sides of the central lightening (36) of the concrete plate (4). The dimensions of the cement and asphalt mortar cushion (5) in the preferred embodiment of the plate are: length 5.13 meters, width 0.85 meters and thickness 0.10 meters.
Likewise, below the cement and asphalt mortar cushion (5) is a continuous concrete screed (6) along the three concrete plates (4) considered in the numerical model, which gives a total length of continuous concrete screed (6) of 15.53 meters. For the introduction in the numerical model, the continuous concrete screed (6) is modeled with the 8-node volumetric element with three degrees of freedom per node already used (three-axis translation). The complete geometry of the numerical model incorporating the concrete plate (4), the cement and asphalt mortar cushion (5), the continuous concrete screed (6), the fasteners (3) and the rail (2) can be seen in figure 8.
Under the continuous concrete floor (6), is the ground (7) on which the rest of the components of the plate track system (1) indicated in the previous paragraph. This terrain (7), for its introduction in the numerical model, has been
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modeled in different layers using the same 8-node volumetric element with three degrees of freedom per node (three-axis translation).
It is necessary to determine to what depth the terrain (14) must be modeled in the numerical model. To determine this depth it is necessary to calculate the extent to which the loads applied on the concrete plate (4) object of the invention affect the ground. For this calculation it has been established that the limit depth is the depth at which a surface load is applied, a practically null and constant displacement occurs.
For the above calculation, the increase in effort (ov) in the terrain (14) produced by a vertical point load is calculated based on the depth, using the equation:
ov
3 Qz2
_5
2 n (r2 + z2) z
being:
- Q: load applied to the ground;
- r: radial distance to the calculated point (in m);
- z: soil depth (in m).
Using this expression and taking a Q load of 75kN (the vertical point load), it is obtained that at 4.5 meters deep the vertical tension av is almost negligible, so according to calculations a minimum thickness of 4 should be considered, 5 meters, to be on the safety side, a ground thickness (7) equal to 6.3 meters is modeled in the numerical model of the preferred embodiment of the invention.
Under boundary conditions, the restrictions corresponding to the symmetry of the concrete plate (4) and the rest of the components, and the restrictions of the sides of the continuous concrete floor (6), of the ground (7) are imposed. With respect to the concrete plate (4), movement in the transverse axis of the area of the model in contact with the plane of symmetry is prevented, as well as of the cement and asphalt mortar cushion (5), of the hearth ( 6) and terrain (7). With respect to the terrain (7), the continuous concrete screed (6) and the rail (2) prevent longitudinal movement in both
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extremes of the numerical model.
Figure 9 shows the complete modeling of the symmetrical half of the components of the plate track system (1) also including the ground (7) on which the continuous concrete floor (6) rests.
It is also necessary to know the dynamic load to which the plate track system will be subjected (1), in this case it is the dynamic load generated by a train considering all the cars and locomotives of said train.
The method object of the invention simulates the dynamic load of a train under study to be supported by the plate track system by means of a complete pulse (14) corresponding to the dynamic load applied at each moment.
To represent the dynamic load applied as a function of time, the method object of the invention employs a complete pulse (38), said complete pulse (38) corresponds to the pulse that produces the greatest damage (44) on the concrete plate ( 4).
In order to obtain said complete pulse (38) it is necessary to obtain the function of density of the frequency spectrum or signal spectrum, which is a positive and real function of variable frequency, associated with a stochastic process or a deterministic function in the time that we It helps identify periodicities. This function shows the amplitude of the vibrations with the frequency.
The complete pulse (38) can be constructed from real data collected in a section of the track (represented as a real pulse of a train), or from a pulse of a known bogie (26).
In the embodiment in which a complete pulse (38) of a real train is constructed from the pulse of a known bogie (26), it is considered a train that appears in the Instruction on Railroad Actions and Bridges (IAPF), as Universal Dynamic Train A.
The Universal Dynamic Train A (observable in figure 10) consists of two locomotives and ten cars, with an axle weight of 187 kN and 120 kN respectively, which makes a total weight of 6,296 kN. The total length of the train is 295.4 m.
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Returning to figure 10, the length of each car (39) in meters is 26.1 meters and of each locomotive is 17.2 meters, while the wheelbase (40) is the same for the locomotive and cars, and equal to 3 meters. It circulates at a speed of 300 km / h.
To construct the complete pulse (38) of the Universal Dynamic Train Type A, a temporary scaling (27) and an amplitude scaling (29) are applied to the pulse of the known bogie (26) (observable in Figure 11).
The temporary scaling (27) is performed because the distance between axes of the bogies of the Universal Dynamic Train A of which we want to know the full pulse (38) and the wheelbase of the train from which the pulse of the known bogie ( 26) (when belonging to any train), so you must change the time base of the known bogie pulse (26) and adapt it to the Universal Dynamic Train Type A of which we want to know the complete pulse (38).
In a simplified way, knowing the lengths and wheelbase of the locomotives and cars that form the Universal Dynamic Train Type A, and the speed at which they circulate, you can build the complete pulse (38) of a train from the known bogie pulse data (26), performing the temporary scaling of the known bogie pulse (26) and repeating the said pulse already temporarily scaled for each train bogie, both for locomotives and cars. Subsequently, all temporarily scaled pulses corresponding to the two locomotives and the ten cars that form the Universal Dynamic Train Type A are juxtaposed, and a temporarily scaled pulse is obtained for a complete train that has the same shape as the train's pulse Universal Dynamic Type A, but has a magnitude not consistent with the weight of the Universal Dynamic Train Type A. To adapt the temporarily scaled pulse of a complete train, to the weight of the Universal Dynamic Train Type A, amplitude scaling is performed (29) .
Said amplitude scaling (29) consists in finding a factor by which to multiply the temporarily scaled pulse of a complete train that guarantees that the pulse obtained with the time scaling corresponds to the weight of that train.
The signal spectrum is obtained by processing the train load register (figure 12)
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by the application of the Fourier transform in the time domain, the pulse is thus broken down into harmonics (41) that occur at different frequencies, (observable in Figure 13), where each harmonic is identified with certain parts of the train. In figure 13 it can be seen that the amplitude of the harmonics decreases progressively, due to the damping characteristic of the structure.
The other option to construct the complete pulse (38) of a train is to do it from the actual signal of a train obtained in a register of real signals
The registration of real signals, in the preferred embodiment of the invention, comes from a train with the following characteristics: total length 200.84 meters with 8 cars (with two bogies per car and two axles per bogie) and total mass 484.6 tons.
This register of real signals requires a treatment to adapt it to the train under study, for this, the first axis of all the signals is matched to have equivalent measures, then the temporary scaling of the real pulse (32), of so that the time base is changed so that the moment between the first and the last axis coincides with the time that would elapse for a train running at a calculation speed (in this case 300 km / h have been estimated), taking into account the length of the train; then the amplitude scaling (29) is performed, in which a factor is sought by which to multiply the pulse temporarily scaled, guaranteeing that the pulse obtained in the amplitude scaling corresponds to the total weight of the train, thus obtaining the pulse complete (38) of a train.
Once the double scaling (32, 29) has been performed, it is a question of obtaining an average signal, for which, applying the Fourier transform (33) in the time domain, the frequency spectrum is passed by decomposing the pulse in harmonics that occur at different frequencies, and an average spectrum of all signals (34) is found, to apply a Fourier anti-transform (35) back to the original signal.
Figure 16 shows the load pulse of this real train from the procedure described above for a speed of 300 km / h.
In the process object of the invention, the compression fatigue calculation is performed
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by means of the previously established numerical model (12), on the concrete plate (4), so that the damage (44) generated by the loading cycles produced is obtained. To calculate the mentioned damage (44) in a node, the following steps are followed:
- extract the history of tensions in the direction of the maximum main compression tension detected in the transient analysis (11) at that node (19) of the full pulse (38),
- counting the fatigue cycles of the main compression tension (20) by means of a known algorithm, in which the cycles counted by tension levels are grouped and the cycles with the same tension level are added,
- calculate the number of cycles that the concrete is capable of withstanding for each stress level (21) using a known formulation,
- obtain the damage (44) in the node for each stress level (22) by dividing the number of fatigue cycles of the main compression stress counted by the number of cycles that the concrete is capable of withstanding for each stress level,
- find the total damage (44) in that node (23) by adding the damage (44) for each voltage level.
Figure 19 represents the history of tensions for one of the nodes of the plate. In it we can see: the main tensions, Sigma1, Sigma2 and Sigma3, the compression tension highlighted with thicker line, SigmaC, and the equivalent tension (42),
Seqv.
The voltage values shown in Figure 19 have been amplified by a factor of 5 to obtain significant damage values (44).
The algorithm developed by Downing and Socie is applied to count the fatigue cycles of the main compression tension (20). The compression tension cycles, Sigma C, are counted in the tension-time curve of Figure 19, with the aim of searching and counting the closed cycles. In summary, the procedure is as follows:
- each point of the compression stress is assigned a point.
- each cycle in figure 19 is made up of three of these points.
- to form a closed cycle, the following condition must be met: the voltage value of the third point must be greater than or equal to that of the first, of the
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On the contrary, we continue with the next point until that condition exists.
- when a cycle is formed, these points are excluded and the counting of the adjacent points is continued.
For the calculation of the damage (44) and the estimation of the life in fatigue for a spectrum of load levels for cycles of different amplitude, in the procedure object of the invention the Palmgren-Miner law is used.
According to the Palmgren-Miner law, the damage (44) exerted by a single cycle is inversely proportional to the number of cycles of the same amplitude that can cause breakage, applying the equation set out below:
neither
where Di is the damage (44) in fatigue for a certain level and amplitude of the tension, nor is the number of tension cycles that we have counted applying for that level of tension and amplitude, and Ni is the number of cycles that produce the break for that same level.
This formulation makes it possible to estimate the accumulated damage (44) by applying cycles of different amplitudes on the plate. According to this formulation, breakage occurs when D = 1.
i = k
° = i>
i = 1
Returning to the example, in the aforementioned figure 19, the history of tension is represented. Using this curve, the cycles are counted following the Downing and Socie algorithm and accumulate in a matrix. For these voltage levels, the number of cycles it resists is calculated using the Model Code (2010 Model Code).
Finally, the damage (44) is obtained by dividing the number of cycles counted by the number of cycles it resists for each voltage level. Adding all the damage values (44) of the previous matrix we obtain the total damage (44) in that node, since the total damage (44) following the Palmgren-Miner law is calculated by adding the damage (44)
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caused by cycles with varying voltage amplitudes, as is the case with the history of tensions caused by the loading of a train.
Repeating this procedure for all nodes of the plate gives the map of damage (44) due to fatigue. Figure 20 shows the damage map (44) of the central plate applying the load of the type A train, multiplied by a dynamic amplification factor to take into account imperfections in the rail (2) or in the rolling stock. As can be seen in this figure 20, the areas with the greatest damage (44) are located below the central fasteners (3), especially in the third and fourth.
To consider the signal that produces more damage (44), a set of random phases are generated for each of the frequencies in which the corresponding pulse has been broken down to the complete train and then the Fourier anti-transform is applied to obtain a signal that is Enter in the model. This signal is the one used to
The process of generating random signals is repeated and the damage (44) produced by each of them is calculated.
In the procedure the signal that produces a greater damage (44) is chosen, and that in the preferred embodiment of the invention, corresponds to the percentile of damage (44) of 95%, then we have a probability of obtaining a damage (44) greater than 5%.
In the process object of the invention when the damage (44) calculated in all nodes is less than 1, the plate track system, with the dimensions and values of the parameters that define the different components, is considered valid.
When the damage (44) calculated in any node exceeds the value of 1, it is necessary to modify some dimensional parameter, or some numerical value of the components of the plate track system (1) object of the design procedure.
In the latter case, in the process object of the invention it is possible to modify at least one value (24) to be chosen between the first geometry and the parameters defining the rail (2), the fixing (3), the concrete plate (4), the cement and asphalt mortar cushion (5), the continuous concrete screed (6), or modify a thickness (25) of the
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concrete plate (4).
Then, in the process object of the invention, the fatigue compression calculation is performed again using a previously established numerical model (12), the damage map (44) of the numerical model (17) of the plate is composed concrete (4) represented the damage (44) in each node on a map, and the design of the plate track system is given as correct when the damage (44) in any of the nodes exceeds a value of 1 (18) , or if the damage (44) is again greater than 1, one of the parameters or values set forth in this paragraph is modified again, until the design of the plate track system is considered correct when the damage (44 ) in none of the nodes exceeds a value of 1 (18).
The design procedure of a plate track system (1) set forth herein can be used to design a plate track system (1) in which the concrete plate (4) is prefabricated or manufactured interchangeably on site, since it requires data that are known or can be known of the proposed design for verification and / or modification.
Finally, a plate track system (1) designed with the design procedure explained above is the subject of the invention.
The invention should not be limited to the particular embodiment described herein. Experts in the field can develop other embodiments in view of the description made here. Accordingly, the scope of the invention is defined by the following claims.
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1. Design procedure of a plate track system (1) where the plate track system (1) comprises the following components: a rail (2), a fixing (3), a concrete plate (4), a cement and asphalt mortar cushion (5), a continuous concrete screed (6) located on a ground (7); all these components having a geometry and parameters that define them, where at least one component is chosen to choose between the fixing (3), the concrete plate (4), the cement and asphalt mortar cushion (5) and the continuous concrete screed (6), characterized in that the procedure comprises the following stages:
- establish a dynamic load of a train under study to be supported by the plate (8),
- establish a first geometry of the components of the plate track (9),
- perform a modal analysis (10) of the plate track system (1),
- carry out a transient analysis (11) of the plate track system (1),
- perform a fatigue compression calculation on the plate track system (1) by means of a previously established numerical model (12), comprising the following steps:
- model (13) each component of the plate track system (1) in the numerical model, introducing the first geometry and first values of the parameters of each component,
- simulate the dynamic load of a train under study to be supported by the plate track system (1) by means of a complete pulse (14) corresponding to the dynamic load applied at each moment,
- calculate the damage (44) generated in a node (15) of the concrete plate (4),
- repeat the calculation of the damage (44) on all the nodes of the plate (16),
- compose a damage map of the numerical model (17) of the concrete plate (4) representing the damage on each node on a map, and
- give the design of the plate track system as correct when the damage (44) in any of the nodes exceeds a value of 1 (18).
2. Design procedure of a plate track system (1) according to claim 1 characterized in that calculating the damage (44) generated in a node (15) is performed with the following procedure:

权利要求:
Claims (10)
[1]
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- extract the history of tensions in the direction of the maximum main compression tension detected in the transient analysis (11) at that node (19) of the full pulse (38),
- counting the fatigue cycles of the main compression tension (20) by means of a known algorithm, in which the cycles counted by tension levels are grouped and the cycles with the same tension level are added,
- calculate the number of cycles that the concrete is capable of withstanding for each stress level (21) using a known formulation,
- obtain the damage (44) in the node for each stress level (22) by dividing the number of fatigue cycles of the main compression stress counted by the number of cycles that the concrete is capable of withstanding for each stress level,
- find the total damage (44) in that node (23) by adding the damage (44) for each voltage level.
[3]
3. Design procedure of a plate track system (1) according to claim 2 characterized in that to calculate the number of cycles that the concrete is capable of withstanding for each stress level (21) a formulation to choose between : Model Code 2010, model proposed by Castillo et al, proposed by Hsu et al and the regulations in force at the time of calculation.
[4]
4. Design procedure of a plate track system (1) according to any of the preceding claims, characterized in that when the damage (44) in any node of the plate exceeds a value of 1, it comprises the additional steps of:
- modify at least one value (24) to choose between the first geometry and the parameters that define the rail (2), the fixing (3), the concrete plate (4), the cement and asphalt mortar cushion (5 ), the continuous concrete screed (6),
- perform the fatigue compression calculation again using a previously established numerical model (12),
- compose a damage map (44) of the numerical model (17) of the concrete plate (4) representing the damage (44) on each node on a map, and
- give the design of the plate track system as correct when the damage (44) in any of the nodes exceeds a value of 1 (18).
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[5]
5. Design procedure of a plate track system (1) according to claim 4, characterized in that in the step of modifying at least one value (24) to be chosen between the geometry and the parameters defining the fixation (3) , the concrete plate (4), the cement and asphalt mortar cushion (5) and the continuous concrete screed (6), a thickness (25) of the concrete plate (4) is first modified.
[6]
6. Design procedure of a plate track system (1) according to any of claims 4 or 5, characterized in that in the step of modifying at least one value (24) to be chosen between the geometry and the parameters defining the fixing (3), the concrete plate (4), the cement and asphalt mortar cushion (5) and the continuous concrete screed (6), at least one value is selected between a compressive strength, a module elastic and a Poisson coefficient of the parameters that define the concrete plate (4).
[7]
7. Design process of a plate track system (1) according to any of the preceding claims, characterized in that the dynamic load to be supported by the plate track system from a target train represented by a complete pulse (14) , is simulated from a pulse corresponding to a known bogie (26) of any given train, and comprises the following steps:
- perform a temporary scaling of the known bogie pulse (27), by changing a time base of the known train to a time base of the target train, obtaining a temporarily scaled pulse,
- compose a pulse of a temporarily scaled train corresponding to the target train (28), repeating the temporarily scaled pulse for the car and locomotive bogies of the target train,
- perform an amplitude scaling of the pulse of a temporarily scaled train corresponding to the target train (29), multiplying the pulse of a temporarily scaled train corresponding to the target train by a factor,
- obtain a complete pulse (38) corresponding to the complete train (30), to adapt the complete pulse (38) to the total weight of the complete train,
- apply the Fourier transform (33) by breaking down the real pulse into harmonics,
- find the average spectrum of the signals (34),
- apply Fourier anti-transform (35).
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[8]
8. Design procedure of a plate track system (1) according to any one of claims 1 to 6, characterized in that the dynamic load to be supported by the plate track system from a target train represented by a full pulse ( 14) is obtained from real data, and includes the following steps:
- collect data from real train records (31), represented as real pulses,
for each real pulse,
- perform a temporary scaling of the actual pulse (32), by changing a time base of the known train to a time base of the target train,
- perform an amplitude scaling (28), multiplying the pulse temporarily scaled by a factor obtaining a complete pulse (38) corresponding to the target train,
- apply the Fourier transform (33) by breaking down the real pulse into harmonics,
- find the average spectrum of the signals (34),
- apply Fourier anti-transform (35).
[9]
9. Design procedure of a plate track system (1) according to any of the preceding claims, characterized in that performing the modal analysis (10) comprises calculating the own modes of vibration and natural frequencies associated with each own mode of vibration.
[10]
10. Design procedure for a plate track system (1) according to the preceding claims, characterized in that the stage of finding the accumulated damage (44) (23) for each node is carried out by means of the Palmgren-Miner law that adds the damage (44) obtained in the cycles for each tension level.
[11]
11. Plate track system characterized in that it has been designed by the method disclosed in any of the preceding claims.
image 1
SET DYNAMIC LOAD
one
FIRST GEOMETRY
one
MODAL ABALYSIS
TRANSITORY ANALYSIS
FATIGUE CALCULATION
MODEL COMPONENTS
10
,eleven
, 12
, 13
, 14
SIMULATE DYNAMIC LOAD
,fifteen
CALCULATE DAMAGE IN A NODE
-16
REPEAT CALCULATION ON ALL NODES
, 17
COMPOSE DAMAGE MAP
image2
VIA PLATE SYSTEM
24
MODIFY
COMPONENT
image3

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公开号 | 公开日

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WO2017001709A1|2017-01-05|

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CN103488805A|2012-06-13|2014-01-01|北京交通大学|Joint-simulation-based on-bridge ballastless turnout structure system and dynamic analysis method thereof|

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CN103514309A|2012-06-21|2014-01-15|北京交通大学|Ballastless track designing, checking and calculating system based on space detail solid model|

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CN102789531B|2012-07-27|2014-10-29|北京交通大学|Method for designing jointless track of long and large bridge girder longitudinal butt plate type ballastless track for high-speed railway|

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CN102852090B|2012-09-07|2014-10-29|北京交通大学|High-speed railway long-span bridge unit-type ballastless track seamless line design method|

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CN103678823A|2013-12-25|2014-03-26|西南交通大学|Plate-type ballastless track structure evaluation method based on CA mortar damage|

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CN104142381B|2014-06-25|2016-08-17|西南交通大学|A kind of detection method of ballastless track structure interlayer trauma|

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CN104034805A|2014-06-25|2014-09-10|西南交通大学|Entirety and part combined identification method of ballastless track damage|CN109112904B|2018-10-22|2020-06-23|华东交通大学|Evaluation method for judging whether roadbed of road bridge transition section needs to be reinforced based on apparent measurement|

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申请号 | 申请日 | 专利标题

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PCT/ES2015/070514|WO2017001709A1|2015-07-01|2015-07-01|Method for designing a slab track system and slab track system designed|

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