Hovorukha, V.V., Hovorukha, A.V., Makarov Yu.O., Sobko, T.P., Semyditna, L.P. Research of deformed state of railway track joint zones in complex operating conditions of rail transport

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Parent Category: Geo-Technical Mechanics, 2023

Category: Geo-Technical Mechanics, 2023, Issue 166

Geoteh. meh. 2023, 166, 44-51

https://doi.org/10.15407/geotm2023.166.044 

 

RESEARCH OF DEFORMED STATE OF RAILWAY TRACK JOINT ZONES IN COMPLEX OPERATING CONDITIONS OF RAIL TRANSPORT

¹Hovorukha V.V., ¹Hovorukha A.V., ²Makarov Yu.O., ¹Sobko T.P.,¹Semyditna L.P.

¹M.S. Poliakov Institute of Geotechnical Mechanics of the National Academy of Sciences of Ukraine, ²“Center for Diagnostics of Railway Infrastructure” of JSC “Ukrainian railways”

 UDC 625.1:625.1.03:622.6.539.3:539.4

Language: English

 Abstract. The article presents the results of experimental studies on residual deformations of external and internal rail threads, which reveal patterns in change of track gauge depending on the magnitude of the transported load under real operational conditions. The research is aimed at identifying the causes of track gauge expansion up to the critical value in order to determine the actual resource and service life of railway and industrial rail transport. As a result of sequential systematic measurements of horizontal irregularities in the track joint zone (-3 m …+3 m), it has been established that with transported loads of 20, 26, and 31 million gross tons, the deformation values reach 1.7 mm, 1.9 mm, and 3.2 mm, respectively. The intensity of residual track deformation accumulation in the joint zone in the transverse direction averages 1mm per 10 million gross tons of transported load. It has been determined that the rate of rail track disruption due to the formation of spatial residual deformations of rail threads on average is 1mm per 1.3 million gross tons of transported load. It has been established that after a transported load of 31 million gross tons, the maximum magnitude of horizontal displacements of residual deformations of the external rail thread relative to the baseline design line reaches 6.6 mm with a plan deviation of 12.8 mm (-6.6 mm … +6.2 mm), and for the internal rail thread, it amounts to 11.7 mm. It was found that the cumulative magnitude of the residual deformations of both rail threads is 24-25 mm of rail gauge expansion with a value of transported loads up to 31 million gross tons. Scientifically proven is that, with the accumulation of gauge widening within the normal tolerances in the short term, up to 12 mm (+8 mm … -4 mm), the existing rail track structure can accommodate a load of 15.6 million gross tons. To ensure the normal service life of the track for 800 million gross tons, multiple violations of the normative requirements of state standards are expected. The creation of a new railway track structure design is envisaged to meet the needs of railway and industrial rail transport of a new technical level to eliminate the identified critical shortcomings and ensure the adaptation the rail fastening design for curved sections with small radii of curvature.
Keywords: rail track, curved sections, connection joints, residual deformations.

 

REFERENCES

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About the authors:

Hovorukha Volodymyr Vasylovych, Candidate of Technical Sciences (Ph.D.), Senior Researcher in the Department of Geomechanical Foundations of Surface Mining Technologies, M.S. Poliakov Institute of Geotechnical Mechanics of the National Academy of Sciences of Ukraine (IGTM of the NAS of Ukraine), Dnipro, Ukraine, This email address is being protected from spambots. You need JavaScript enabled to view it.

Hovorukha Andrii Volodymyrovych, 1^st Class Engineer in the Department of Geomechanical Foundations of Surface Mining Technologies, M.S. Poliakov Institute of Geotechnical Mechanics of the National Academy of Sciences of Ukraine (IGTM of the NAS of Ukraine), Dnipro, Ukraine, This email address is being protected from spambots. You need JavaScript enabled to view it.

Makarov Yurii Oleksandrovych, Engineer, Head of “Track Inspection Pioneering Station No. 1” of the branch of “Center for Diagnostics of Railway Infrastructure” of JSC “Ukrainian railways”, Dnipro, Ukraine, This email address is being protected from spambots. You need JavaScript enabled to view it.

Sobko Tamara Petrivna, Master of Science, Main Designer in the Department of Geomechanical Foundations of Surface Mining Technologies, M.S. Poliakov Institute of Geotechnical Mechanics of the National Academy of Sciences of Ukraine (IGTM of the NAS of Ukraine), Dnipro, Ukraine, This email address is being protected from spambots. You need JavaScript enabled to view it.

Semyditna Liudmyla Pavlivna, Leading Engineer of the Department of Geomechanical Foundations of Surface Mining Technologies, M.S. Poliakov Institute of Geotechnical Mechanics of the National Academy of Sciences of Ukraine (IGTM of the NAS of Ukraine), Dnipro, Ukraine, This email address is being protected from spambots. You need JavaScript enabled to view it.

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