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1、3-DIMENSIONALFINITEELEMENTMODELLINGOFRAILWAYTRANSITIONSthProceedingsof9InternationalConferenceonRailwayEngineering,LondonJune2007XiTRACKLimitedStationRoadBirchValeHighPeakDerbyshireSK221BRweb:www.xitrack.comtel:07881-680312email:help@xitrack.comXiTRACKisaRegisteredTradeMark,theProper
2、tyofXiTRACKLimited3-DIMENSIONALFINITEELEMENTMODELLINGOFRAILWAYTRANSITIONS11&2M.Banimahd&P.K.Woodward1SchooloftheBuiltEnvironment,HeriotWattUniversity,Edinburgh,EH144AS2XiTRACKLimited,StationRoad,BirchVale,High-Peak,Derbyshire,SK221BRTransitionzones,i.e.wherethetrackstiffnesschangesab
3、ruptly,havebeenusuallyassociatedwithtrackgeometrydeterioration,frequentmaintenanceandpoorridequality.Dynamicloadamplificationandahighlevelofstressconcentrationareoftenproposedasthemainsourcesoftheaforementionedtrackproblemsinthesezones.Theperformanceoftransitionzonesiscomplicatedandd
4、ependsonboththerailwaytrackandtraincharacteristics,suchastrainspeedandtheleveloftrackstiffnesschange.Inthepresentpaper,acoupledtrain-trackthreedimensionalfiniteelementmodelisappliedtostudythemechanicsofrailwaytracktransitions.Thismodelincorporatesthemulti-layerednatureofthesub-struct
5、ure,soil&ballastnonlinearityandtheinteractionbetweenthetrackandtrain.Railwaytracktransitionsfromplain-linetracktoabridgeabutment/tunnelbaseareconsidered.Theeffectofthetransitionlengthandthetrainspeedonthetrack-trainperformanceisinvestigatedintermsoftherail-wheelinteractionforceandthe
6、trainbodyacceleration.Thepresenceofatrackfaultinthetransitionzoneisalsoconsideredandtheeffectofthevoidsizeandtrainspeedonthetrain-trackresponseispresented.Whencomparingtheobservedperformanceofthetransitionzonestothesimulatedones,itcanbeseenthattheproposedmodelcangiveacomprehensiveins
7、ightintothemechanicsofrailwaytracktransitions.IntroductionInpracticerailwaytracksnearbridgeabutmentsortunnels(Figure,1),whererailwaytrackstiffnesschangesabruptly,oftenrequirefrequentmaintenanceinordertoensuretrackgeometry.Theobservedproblemsinthetransitionzonecanincludeballastpenetra
8、tionintothes
