The Experts below are selected from a list of 462 Experts worldwide ranked by ideXlab platform
Kaize Xie - One of the best experts on this subject based on the ideXlab platform.
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layout optimization of Rail expansion joint on long span cable stayed bridge for high speed Railway
Advances in Civil Engineering, 2020Co-Authors: Xiaopei Cai, Kaize Xie, Wanli Liu, Wenjun Zhu, Xiyuan Tan, Yongjie GaoAbstract:Continuous Welded Rail (CWR) has been widely applied to the Chinese high-speed Railways. It is interesting to reduce the effect of Rail longitudinal force on the long-span cable-stayed bridges. Taking the pile-soil interaction into account, the finite element model of CWR on the long-span cable-stayed bridge is established based on the bridge-track interaction theory. The Rail longitudinal force can be reduced and the track stability can be improved significantly by installing Rail Expansion Joint (REJ). The layout scheme of REJ plays a controlling role on designing CWR on bridges. Results show that the unidirectional REJ should be laid on both ends of the long-span cable-stayed bridge. Switch Rails of REJ are set up on the main beam, stock Rails are laid on the simply supported beams and crossing over beam joints, and several-meter long small resistance fasteners need to be laid on the sides of stock Rails to reduce the fixed pier longitudinal force near the main beam. The range of REJ laid on cable-stayed bridge is mainly determined by temperature, Rail breaking, and seismic condition; the bending and braking loads have little influence on it. Multiple field tests are carried out to prove the validity of the numerical model and the design methodology.
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Interaction between Track and Long-Span Cable-Stayed Bridge: Recommendations for Calculation
'Hindawi Limited', 2020Co-Authors: Kaize Xie, Ping Wang, Xiaopei Cai, Weigang Zhao, Jia ZhaoAbstract:Geometric nonlinearity (GN) and initial internal forces (IIFs) are the basic characteristics of cable-stayed bridges, but now there is no effective method for analyzing the effect of them on bridge-track interaction of Continuous Welded Rail (CWR) on cable-stayed bridge. A method for reconstructing the displacement-force curve of ballast longitudinal resistance was put forward according to the deformation of cable-stayed bridges under the completed bridge state. A feasibility study on the method was conducted via two aspects of the force and deformation of CWR on a 5 × 40 m single-line simple-supported beam bridge with initial deformation. With the multi-element modeling method and the updated Lagrangian formulation method, a Rail-beam-cable-tower 3D calculation model considering the GN and IIFs of cable-stayed bridge was established. Taking a (140 + 462 + 1092 + 462 + 140 m) twin-tower cable-stayed bridge as an example, the impacts of GN and IIFs on bridge-track interaction were comparatively analyzed. The results show that the method put forward to reconstruct ballast longitudinal resistance can prevent the impact of initial deformation of bridge and makes it possible to consider the effect of IIFs of cable-stayed bridge on bridge-track interaction. The GN and IIFs play important roles in the calculation of Rail longitudinal force due to vertical bending of bridge deck under train load and the variance of cable force due to negative temperature changes in bridge decks and Rails with Rail breaking, and the two factors can reduce Rail longitudinal force and variance of cable force by 11.8% and 14.6%, respectively. The cable-stayed bridge can be simplified as a Continuous beam bridge with different constraints at different locations, when Rail longitudinal force due to positive temperature changes in bridge deck and train braking is calculated
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longitudinal force measurement in Continuous Welded Rail with bi directional fbg strain sensors
Smart Materials and Structures, 2016Co-Authors: Ping Wang, Li-yang Shao, Kaize Xie, Lianshan Yan, Rong ChenAbstract:In this work, a new method has been proposed to accurately determine longitudinal force measurement in Continuous Welded Rail (CWR) with bi-directional fiber Bragg grating (B-FBGs) strain sensors (vertically and longitudinally installed according to the axis of Rail). The response of B-FBGs has been theoretically analyzed by binding on CWR under different restrained conditions, where the coefficient of strain sensitivity of FBG is calibrated by its temperature sensitivity. Then the proposed sensor structure has been installed at two elaborately selected points on the subgrade on a Chinese high-speed Railway in field. The experiment lasts for about 23 h. During the experiment, the Rail temperature varied by about 7.8 °C and the differentials of relative value of wavelength change of B-FBGs of two points were 1.7850 × 10−5 and 1.4969 × 10−5. The maximum difference between the experimental and theoretical results is 13.8 kN. The experimental results agree with the theoretical analysis very well. To guarantee the measurement accuracy of over 95%, the ratio of strain sensitivity coefficients of two FBG sensors of B-FBGs structure at one test point shall be within 0.78 ~ 1.22.
Ping Wang - One of the best experts on this subject based on the ideXlab platform.
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Interaction between Track and Long-Span Cable-Stayed Bridge: Recommendations for Calculation
'Hindawi Limited', 2020Co-Authors: Kaize Xie, Ping Wang, Xiaopei Cai, Weigang Zhao, Jia ZhaoAbstract:Geometric nonlinearity (GN) and initial internal forces (IIFs) are the basic characteristics of cable-stayed bridges, but now there is no effective method for analyzing the effect of them on bridge-track interaction of Continuous Welded Rail (CWR) on cable-stayed bridge. A method for reconstructing the displacement-force curve of ballast longitudinal resistance was put forward according to the deformation of cable-stayed bridges under the completed bridge state. A feasibility study on the method was conducted via two aspects of the force and deformation of CWR on a 5 × 40 m single-line simple-supported beam bridge with initial deformation. With the multi-element modeling method and the updated Lagrangian formulation method, a Rail-beam-cable-tower 3D calculation model considering the GN and IIFs of cable-stayed bridge was established. Taking a (140 + 462 + 1092 + 462 + 140 m) twin-tower cable-stayed bridge as an example, the impacts of GN and IIFs on bridge-track interaction were comparatively analyzed. The results show that the method put forward to reconstruct ballast longitudinal resistance can prevent the impact of initial deformation of bridge and makes it possible to consider the effect of IIFs of cable-stayed bridge on bridge-track interaction. The GN and IIFs play important roles in the calculation of Rail longitudinal force due to vertical bending of bridge deck under train load and the variance of cable force due to negative temperature changes in bridge decks and Rails with Rail breaking, and the two factors can reduce Rail longitudinal force and variance of cable force by 11.8% and 14.6%, respectively. The cable-stayed bridge can be simplified as a Continuous beam bridge with different constraints at different locations, when Rail longitudinal force due to positive temperature changes in bridge deck and train braking is calculated
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Test Verification and Application of a Longitudinal Temperature Force Testing Method for Long Seamless Rails Using FBG Strain Sensor
Journal of Sensors, 2016Co-Authors: Ping Wang, Li-yang Shao, Rong Chen, Meng ZhangAbstract:In order to evaluate the health status of Continuous Welded Rail accurately, a deduction on the FBG sensing principle has been made with regard to the temperature variation of test specimens under different constraint conditions. A long seamless Rail testing solution and its on-site application are designed based on this deduction. According to the verification experiments of sensing principle inside, the effect of the reference temperature on the FBG temperature and strain sensitivity coefficient within −30°C~30°C is not higher than 0.05%; the maximum relative error of single point between the tested and theoretical results of test specimen under constrained condition is 3.2%; and the maximum relative error of slopes of fitted straight lines based on the tested and theoretical results within the entire test temperature range is 2.3%, verifying the deduced FBG sensing principle with regard to the test specimen under constrained condition. The maximum error of the longitudinal temperature force between the on-site tested results and calculated results in long seamless Rails is only 6.1 kN, the corresponding Rail temperature variation is 0.3°C, and the accumulated error is controllable within 5%.
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longitudinal force measurement in Continuous Welded Rail with bi directional fbg strain sensors
Smart Materials and Structures, 2016Co-Authors: Ping Wang, Li-yang Shao, Kaize Xie, Lianshan Yan, Rong ChenAbstract:In this work, a new method has been proposed to accurately determine longitudinal force measurement in Continuous Welded Rail (CWR) with bi-directional fiber Bragg grating (B-FBGs) strain sensors (vertically and longitudinally installed according to the axis of Rail). The response of B-FBGs has been theoretically analyzed by binding on CWR under different restrained conditions, where the coefficient of strain sensitivity of FBG is calibrated by its temperature sensitivity. Then the proposed sensor structure has been installed at two elaborately selected points on the subgrade on a Chinese high-speed Railway in field. The experiment lasts for about 23 h. During the experiment, the Rail temperature varied by about 7.8 °C and the differentials of relative value of wavelength change of B-FBGs of two points were 1.7850 × 10−5 and 1.4969 × 10−5. The maximum difference between the experimental and theoretical results is 13.8 kN. The experimental results agree with the theoretical analysis very well. To guarantee the measurement accuracy of over 95%, the ratio of strain sensitivity coefficients of two FBG sensors of B-FBGs structure at one test point shall be within 0.78 ~ 1.22.
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research on stability strengthening scheme of Continuous Welded Rail on bridge in the small radius curve section
Applied Mechanics and Materials, 2014Co-Authors: Biao Wang, Li Wang, Ping WangAbstract:To solve the stability problem of Continuous Welded Rail (short for CWR) on bridge in the small radius curve section, a sleeper connector structure was proposed, which is used to connect sleepers together and strengthen the stability of CWR. A FEM model was established to study the effect of the CWR stability strengthening scheme. This study result shows that the integrity of the track structure and the stability of CWR in the small radius curve section of which the radius is from 250m to 600m will be both improved by the strengthening scheme, and the larger the curve radius is, the better the CWR stability improvement will be. In order to guarantee the strength of sleeper connector and connecting bolt, it is suggested that the sleeper connectors at beam gaps should not be connected, and small resistance fasteners should be used in strengthening area.
Yunlong Guo - One of the best experts on this subject based on the ideXlab platform.
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experimental and numerical study on lateral resistance of frictional sleeper with arrowhead groove
Transportation geotechnics, 2021Co-Authors: Guoqing Jing, Wenli Jia, Xinyu Wang, V L Markine, Roar Nalsund, Yunlong GuoAbstract:Abstract To enhance the stability of Continuous Welded Rail (CWR) tracks, frictional sleepers have been developed. The frictional sleepers are new types of sleepers with grooves on the bottom, and different bottom grooves improve lateral resistances at different magnitudes. In this study, single sleeper push test (SSPT) and its model with discrete element method (DEM) were carried out to confirm how much arrowhead groove frictional (AGF) sleeper increases the lateral resistance of ballasted track. The SSPTs were performed to confirm the lateral resistance results, and also to validate and calibrate the DEM models. With the validated models, the groove factors influencing the lateral resistances were studied, including groove sizes (depth, width), arrowhead groove direction and groove numbers. The reason of lateral resistance improvement was studied at mesoscopic level, including the ballast-sleeper contact numbers and contact force chains. Results show that applying the AGF sleeper is able to improve lateral resistance by 7–24%, and it can provide enough lateral resistance after reducing ballast shoulder width from 500 mm to 300 mm. The AGF sleeper can improve the sleeper-ballast interaction by increasing sleeper-ballast contact number. The study is helpful for frictional sleeper design, further improving track stability.
Rong Chen - One of the best experts on this subject based on the ideXlab platform.
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Test Verification and Application of a Longitudinal Temperature Force Testing Method for Long Seamless Rails Using FBG Strain Sensor
Journal of Sensors, 2016Co-Authors: Ping Wang, Li-yang Shao, Rong Chen, Meng ZhangAbstract:In order to evaluate the health status of Continuous Welded Rail accurately, a deduction on the FBG sensing principle has been made with regard to the temperature variation of test specimens under different constraint conditions. A long seamless Rail testing solution and its on-site application are designed based on this deduction. According to the verification experiments of sensing principle inside, the effect of the reference temperature on the FBG temperature and strain sensitivity coefficient within −30°C~30°C is not higher than 0.05%; the maximum relative error of single point between the tested and theoretical results of test specimen under constrained condition is 3.2%; and the maximum relative error of slopes of fitted straight lines based on the tested and theoretical results within the entire test temperature range is 2.3%, verifying the deduced FBG sensing principle with regard to the test specimen under constrained condition. The maximum error of the longitudinal temperature force between the on-site tested results and calculated results in long seamless Rails is only 6.1 kN, the corresponding Rail temperature variation is 0.3°C, and the accumulated error is controllable within 5%.
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longitudinal force measurement in Continuous Welded Rail with bi directional fbg strain sensors
Smart Materials and Structures, 2016Co-Authors: Ping Wang, Li-yang Shao, Kaize Xie, Lianshan Yan, Rong ChenAbstract:In this work, a new method has been proposed to accurately determine longitudinal force measurement in Continuous Welded Rail (CWR) with bi-directional fiber Bragg grating (B-FBGs) strain sensors (vertically and longitudinally installed according to the axis of Rail). The response of B-FBGs has been theoretically analyzed by binding on CWR under different restrained conditions, where the coefficient of strain sensitivity of FBG is calibrated by its temperature sensitivity. Then the proposed sensor structure has been installed at two elaborately selected points on the subgrade on a Chinese high-speed Railway in field. The experiment lasts for about 23 h. During the experiment, the Rail temperature varied by about 7.8 °C and the differentials of relative value of wavelength change of B-FBGs of two points were 1.7850 × 10−5 and 1.4969 × 10−5. The maximum difference between the experimental and theoretical results is 13.8 kN. The experimental results agree with the theoretical analysis very well. To guarantee the measurement accuracy of over 95%, the ratio of strain sensitivity coefficients of two FBG sensors of B-FBGs structure at one test point shall be within 0.78 ~ 1.22.
Guoqing Jing - One of the best experts on this subject based on the ideXlab platform.
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experimental and numerical study on lateral resistance of frictional sleeper with arrowhead groove
Transportation geotechnics, 2021Co-Authors: Guoqing Jing, Wenli Jia, Xinyu Wang, V L Markine, Roar Nalsund, Yunlong GuoAbstract:Abstract To enhance the stability of Continuous Welded Rail (CWR) tracks, frictional sleepers have been developed. The frictional sleepers are new types of sleepers with grooves on the bottom, and different bottom grooves improve lateral resistances at different magnitudes. In this study, single sleeper push test (SSPT) and its model with discrete element method (DEM) were carried out to confirm how much arrowhead groove frictional (AGF) sleeper increases the lateral resistance of ballasted track. The SSPTs were performed to confirm the lateral resistance results, and also to validate and calibrate the DEM models. With the validated models, the groove factors influencing the lateral resistances were studied, including groove sizes (depth, width), arrowhead groove direction and groove numbers. The reason of lateral resistance improvement was studied at mesoscopic level, including the ballast-sleeper contact numbers and contact force chains. Results show that applying the AGF sleeper is able to improve lateral resistance by 7–24%, and it can provide enough lateral resistance after reducing ballast shoulder width from 500 mm to 300 mm. The AGF sleeper can improve the sleeper-ballast interaction by increasing sleeper-ballast contact number. The study is helpful for frictional sleeper design, further improving track stability.