Abstract
In this study, a new block-type rail bearing beam is presented, which consists of a cast-in-place base and prefabricated blocks. The finite element analysis is conducted to assess the proposed new rail bearing beam structure. The performed finite element method (FEM) simulation focused on the dynamic stress at the bottom of the rail bearing beam and structural internal force and deformation under the case of train loading, etc. Besides, the relationship between first-order natural frequency and activation frequency in the new support rail beam structure is analyzed and the beneficial effects on the internode connection structure are quantified. The results show that the increase in driving speed has the most significant effect on the vertical acceleration of the structure, and the self-vibration frequency of the structure is relatively large, which means the structure is safe. Since previous research seldom focuses on this block-type rail bearing beam, this study lays a valuable foundation for the construction of a rail bearing beam for the mid-low-speed maglev train.
Highlights
On the basis of the existing researches on the problems and improvement demand, we present a new solution of rail bearing beam, using large-scale nonlinear finite element analysis software to do finite element analysis on the new rail bearing beam structure
The effect of dowel steel on the rail bearing beam and the response of the rail bearing beam structure under different load conditions and working conditions are analyzed. e main conclusions are as follows: (1) e rail bearing beam model with dowel steel was used to simulate different driving speeds with moving loads. e results show that the increase in driving speed has the most significant effect on the vertical acceleration of the structure
(2) e internal force and deformation response of each part of the structure under the most unfavorable load conditions were simulated. e maximum vertical deformation of the structure is at the end position of the base along the transverse direction, with a value of 0.939 mm. e maximum horizontal deformation is 0.708 mm, which occurs at the top of the column. e maximum longitudinal deformation is 0.359 mm
Summary
Within about 800 meter length of the line, the rail bearing beam was placed directly on the subgrade with a low-lying structure, which is the first attempt in China. Us, at the beginning of the design of Zhuzhou test lines, there is still a lack of researchabout the rail bearing beam of a low-lying structure. As a new type of rail transport system, uses two sets of magnets: one set to repel and push the train up off the track, and another set to move the elevated train ahead, taking advantage of the lack of friction [1] It has advantages of high speed, safety, comfort, low noise, low pollution, strong climbing ability, and freedom of line selection [2]. There are two medium-low-speed maglev lines in operation in China: one is the Changsha Maglev line [6] and another is the Beijing S1 line [7], and Qingyuan Maglev special line is under construction [8]
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