Application limits for continuously welded rails on temporary bridge decks

Backer, Hans De; Outtier, Amelie; Ferdinande, Ben; Schotte, Ken; Mys, Jan

doi:10.1177/0954409716631581

Cited by 3 publications

(3 citation statements)

References 8 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Yun et al 21 , 22 measured and investigated the response of the rail-bridge interaction caused by the temperature change. De Backer et al 23 used finite element method to research the application limits of CWR on temporary bridge decks. Lou et al 24 proposed a method to determine the locations of the rail expansion regulator and the fixed bearing of the continuous beam, corresponding to the maximum additional forces of rail reaching minimum values.…”

Section: Introductionmentioning

confidence: 99%

Appropriate locations of fixed bearings of continuous beams considering rail-bridge thermal interaction

Lou

Cheng

et al. 2020

Science Progress

View full text Add to dashboard Cite

Due to the rail-bridge thermal interaction, the high additional axial force in continuously welded rails on continuous bridges may lead to rail buckling or breaking. However, there is little research on the influence of the location of the fixed bearing of continuous beam on the additional force of rail. In order to study the influence of bridge bearing arrangement on the additional longitudinal force of CWR, the thermal interaction model is established for rail, and simple and continuous beams considering nonlinear stiffness and the methods are proposed to determine the locations of fixed bearings of continuous beams corresponding to the maximum additional forces in rail reaching minimum values. Multiple continuous beams with several different lengths and simple beams with three types of bearing arrangements are taken into account to find the effect laws of the locations of the fixed bearings of continuous beams on the maximum additional forces in rail. The results show that as long as the same number of continuous beams, the ratios of the distances of adjacent two fixed bearings to the distance between the two fixed bearings of the simple beams neighbour to the first and last continuous beams respectively are approximately equal to each other. Furthermore the appropriate locations of the fixed bearings of continuous beams are recommended. The results can guide designing the location of the fixed bearing of continuous railway bridge while reducing the additional axial force in continuously welded rails due to bridge thermal effect.

show abstract

Section: Introductionmentioning

confidence: 99%

Appropriate locations of fixed bearings of continuous beams considering rail-bridge thermal interaction

Lou

Cheng

et al. 2020

Science Progress

View full text Add to dashboard Cite

show abstract

“…De Backer et al. 15 studied the application limits for CWR on temporary bridge decks by finite element modeling. Zhang et al.…”

Section: Introductionmentioning

confidence: 99%

Finite element analysis of the thermal interaction of continuously welded rails with simply supported bridges considering nonlinear stiffness

Lou

Wang

et al. 2019

Proceedings of the Institution of Mechanical Engineers, Part F:

View full text Add to dashboard Cite

The thermal interaction of continuously welded rails with railway bridges has attracted the wide attention of researchers. In this paper, the model of a continuously welded rail and a bridge with longitudinal nonlinear stiffness has been considered. The detailed mechanics equation of the rail on the bridge and the embankment with longitudinal nonlinear stiffness has been presented using the finite element analysis. The validity of the presented model and the compiled program is illustrated. The influences of nonlinear stiffness, span number of the bridge, constant longitudinal restoring force, bridge bearing arrangement, and the span length of the bridge on the additional longitudinal stress and displacement of rails are investigated for multispan simply supported bridges. The results show that (1) the responses of rails for the nonlinear stiffness are less than those for the linear stiffness; (2) when the bridge span reaches a certain number, the maximum additional longitudinal stress and the displacement of the rail tend to be constant; (3) with the increase of the value of the constant longitudinal restoring stress, the maximum additional longitudinal stress and the displacement of the rail increase; (4) the maximum additional longitudinal stress of the rail on multispan simply supported bridges can be reduced by using alternate bearings on one pier; and (5) the maximum additional longitudinal stress and displacement of the rail increase with the increase of the span length of the bridge.

show abstract

“…Researches have recently been conducted to develop a model capable of analyzing the CWR behavior and to evaluate the safety of the track using a general structural analysis program such as ANSYS. 16–18…”

Section: Introductionmentioning

confidence: 99%

Suggestion for allowable additional compressive stress based on track conditions

Yun

Park

Bae

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part F:

View full text Add to dashboard Cite

A continuous welded rail has immovable zones due to its structural characteristics. In an immovable zone, thermal expansion and contraction of rails are restricted when the temperature changes, thereby causing excessive axial force on the rail. When the immovable zone of the continuous welded rail is located on a bridge, additional stress and displacement occur through track–bridge interactions. Additional stress and displacement of the rail compared to the embankment area are restricted when constructing the bridge under the continuous welded rail track to prevent problems with the track–bridge interaction according to UIC 774-3R and Euro codes. According to the various codes, the maximum allowable additional compressive stress is 72 MPa, with the conditions of a curve with a radius (R) ≥ 1500 m, UIC 60 continuous welded rail (tensile strength of at least 900 MPa), ballasted track with concrete sleepers and 30 cm of deep for a well-consolidated ballast. However, the lateral resistance that has the greatest effect on track stability can depend on the conditions mentioned above. Therefore, an additional review of various track conditions is required. In this paper, an evaluation of the current criteria was performed using the minimum buckling strength calculation formula, and the allowable additional stress on the rail suggested by codes could only be used on tracks with a large lateral resistance above 18 kN/m/track. Thus, a three-dimensional nonlinear analysis model was developed and analyzed to calculate the allowable additional compressive stress considering various track conditions. According to the results of the analysis, the allowable additional compressive stress was reduced with a comparatively small lateral resistance. The freedom of design can be enhanced with respect to the parameters of various track and bridge conditions using this model.

show abstract

Application limits for continuously welded rails on temporary bridge decks

Cited by 3 publications

References 8 publications

Appropriate locations of fixed bearings of continuous beams considering rail-bridge thermal interaction

Appropriate locations of fixed bearings of continuous beams considering rail-bridge thermal interaction

Finite element analysis of the thermal interaction of continuously welded rails with simply supported bridges considering nonlinear stiffness

Suggestion for allowable additional compressive stress based on track conditions

Contact Info

Product

Resources

About