Damage mechanism of slab track under the coupling effects of train load and water

Cao, Shihao; Yang, Rongshan; Su, Chengguang; Dai, Feng; Liu, Xueyi; Jiang, Xiaoyu

doi:10.1016/j.engfracmech.2016.07.005

Cited by 47 publications

(9 citation statements)

References 12 publications

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“…As a common liquid in nature, the movement of water under the compression of crack surfaces must obey the most basic and universal motion laws, such as the mass conservation and the momentum theorem. For the incompressible fluid, the integral expression of the mass conservation law is [19,20]…”

Section: Analytical Expression For Hydrodynamic Pressure and Velocitymentioning

confidence: 99%

“…Formula (19) is the analytical formula of the hydrodynamic pressure in interlayer crack of laminate under dynamic load. From the analytical expression, the hydrodynamic pressure not only is influenced by the geometric shape of the crack, the fluid viscosity, the fluid density, and the atmosphere, but also is sensitive to the first and second derivative of the loading function.…”

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confidence: 99%

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Hydrodynamic Pressure and Velocity Distributions in the Interlayer Crack of Ballastless Track under High-Speed Train Load: A Theoretical Analysis

Cao

Zhai

Dai

et al. 2018

Mathematical Problems in Engineering

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In the abundant rain or poor drainage areas, there will be serious water damage existing in the interlayer of ballastless track. The essence of water damage of ballastless track is a dynamic development process of damage shape under the combined action of train load, hydrodynamic pressure, and flow velocity. In view of the distribution characteristics of hydrodynamic pressure and flow velocity in the interlayer crack of ballastless track under the high-speed train load, the simplified mechanics model for water and composite slab with interfacial crack is proposed in accordance with the water damage characteristics of ballastless track. Based on the conservation of mass and momentum theorem, the analytical expressions of water pressure and velocity in the saturated water crack were deduced. Similarly, the analytical expressions of water pressure and velocity in the unsaturated water crack were deduced by adding the state equation of ideal air. Considering that the water does not flow back timely, the analytical expressions of water pressure and velocity in another kind of unsaturated water crack were deduced. The results show that the hydrodynamic pressure and flow velocity in the interlayer crack are synthetically determined by multiple influencing factors such as fluid viscosity, load characteristic, crack shape, absolute pressure at the crack mouth, and initial volume of the air in the crack, and there is an intersecting phenomenon between influencing factors. When there is a small amount of air at the crack tip, the pressure and velocity distribution in the crack can be divided into three parts in terms of air-water interface and stagnation point. When the crack is filled with water, the hydrodynamic pressure tends to decrease along the direction of the crack mouth, and the distribution along the whole crack approximates to a cubic polynomial curve. Similarly, the flow velocity increases along the direction of crack mouth, and the distribution along the whole crack approximates to a quadratic polynomial curve.

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Section: Analytical Expression For Hydrodynamic Pressure and Velocitymentioning

confidence: 99%

mentioning

confidence: 99%

Hydrodynamic Pressure and Velocity Distributions in the Interlayer Crack of Ballastless Track under High-Speed Train Load: A Theoretical Analysis

Cao

Zhai

Dai

et al. 2018

Mathematical Problems in Engineering

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“…Xiao et al [17] proposed a method for analyzing inter-layer defects in slab tracks under train and temperature loads based on fatigue analysis and the extended finite element method. Cao et al [18] studied the interface damage mechanism of a slab track under the coupling effect of vehicle dynamic load and the interface water pressure, and investigated the effects of load characters, water viscosity, and crack shape on the coupled hydro-mechanical fracture of the slab track. Zhu et al [19] developed a coupled dynamics model of a vehicle and the slab track involving nonlinear springdamper elements for simulation of the interface damage.…”

Section: Introductionmentioning

confidence: 99%

Mechanical characteristic variation of ballastless track in high-speed railway: effect of train–track interaction and environment loads

et al. 2020

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Due to the fact that ballastless tracks in high-speed railways are not only subjected to repeated train–track dynamic interaction loads, but also suffer from complex environmental loads, the fundamental understanding of mechanical performance of ballastless tracks under sophisticated service conditions is an increasingly demanding and challenging issue in high-speed railway networks. This work aims to reveal the effect of train–track interaction and environment loads on the mechanical characteristic variation of ballastless tracks in high-speed railways, particularly focusing on the typical interface damage evolution between track layers. To this end, a finite element model of a double-block ballastless track involving the cohesive zone model for the track interface is first established to analyze the mechanical properties of the track interface under the loading–unloading processes of the negative temperature gradient load (TGL) followed by the same cycle of the positive TGL. Subsequently, the effect of wheel–rail longitudinal interactions on the nonlinear dynamic characteristics of the track interface is investigated by using a vehicle-slab track vertical-longitudinal coupled dynamics model. Finally, the influence of dynamic water pressure induced by vehicle dynamic load on the mechanical characteristics and damage evolution of the track interface is elucidated using a fluid–solid coupling method. Results show that the loading history of the positive and negative TGLs has a great impact on the nonlinear development and distribution of the track interface stress and damage; the interface damage could be induced by the wheel–rail longitudinal vibrations at a high vehicle running speed owing to the dynamic amplification effect caused by short wave irregularities; the vehicle dynamic load could produce considerable water pressure that presents nonlinear spatial–temporal characteristics at the track interface, which would lead to the interface failure under a certain condition due to the coupled dynamic effect of vehicle load and water pressure.

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“…Dai et al [14] explored the transverse and longitudinal interfacial shear capacity of full-scale prefabricated standard track slabs and discussed the interfacial bond-slip law of continuous slab track based on the full-scale field shear tests of ballastless track. Cao et al [23] studied the interface damage mechanism of slab track under the coupling effect of train load and water by embedding the quarter-points elements at the crack tip. Zhu et al [24] numerically analyzed the interface damage occurring between the prefabricated slab and cement asphalt mortar layer in CRTS-II (China Railway Track System type II) ballastless slab track by utilization of non-linear cohesive elements at the interface in the finite element model of the track system.…”

Section: Introductionmentioning

confidence: 99%

Investigation on Interface Damage between Cement Concrete Base Plate and Asphalt Concrete Waterproofing Layer under Temperature Load in Ballastless Track

et al. 2020

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The interfacial bond between cement concrete base plate (CCBP) and asphalt concrete waterproofing layer (ACWL) is a weak portion in the newly developed Chinese high-speed railway ballastless track. The interface damage caused due to fluctuating temperature load and dynamic train load is one of the most critical problems in Northern China. This paper aims to investigate the interface damage evolution process under temperature load via experimental and simulation analysis. Full-scale transverse shear tests were performed to explore the interface bond-slip mode of the adjacent ACWL and CCBP. Then, a finite element model of a ballastless track structure was built and a cohesive zone model (CZM) was utilized to model the interface damage initiation, crack propagation, and delamination process under uniform/gradient temperature load. Furthermore, the dynamic response of the ballastless track where CCBP and ACWL were partly/totally debonded was investigated and compared with the perfectly bonded structure. The results demonstrate that bilinear CZM is capable of revealing the interface damage initiation, crack propagation, and delamination process under temperature load. The interface state between the adjacent CCBP and ACWL was greatly affected by temperature changes and the interface bonding state had a great impact on the dynamic response of ballastless track.

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Damage mechanism of slab track under the coupling effects of train load and water

Cited by 47 publications

References 12 publications

Hydrodynamic Pressure and Velocity Distributions in the Interlayer Crack of Ballastless Track under High-Speed Train Load: A Theoretical Analysis

Hydrodynamic Pressure and Velocity Distributions in the Interlayer Crack of Ballastless Track under High-Speed Train Load: A Theoretical Analysis

Mechanical characteristic variation of ballastless track in high-speed railway: effect of train–track interaction and environment loads

Investigation on Interface Damage between Cement Concrete Base Plate and Asphalt Concrete Waterproofing Layer under Temperature Load in Ballastless Track

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