铁路论文；LP-Kufver（英文）.pdfVIP

KINEMATICS ON VIRTUAL TRANSITIONS Dr Björn Kufver Boon Seng Heng Ferroplan Rail Link Engineering (Halcrow Group Limited) Fasangatan 32 Vineyard House, 44 Brook Green SE-582 37 Linköping London W6 7BY SWEDEN UNITED KINGDOM bjorn.kufver@ hengbs@ KEYWORDS: Virtual transition, lateral jerk, rate of change of cant deficiency, kinematics. ABSTRACT It is a good practice to arrange transition curves between track elements with constant curvature of different magnitude. The minimum length for such a transition curve is defined by a criterion for lateral jerk (or rate of change of cant deficiency which is assumed to be proportional to lateral jerk). However, at certain locations, it may not be practical to insert transition curves. This may be the situation within or at the close proximity to turnouts. At such locations, the permissible speed must be defined by a modified criterion. Among European railways, two different approaches are used: 1. The instantaneous change of cant deficiency is compared with a limit. 2. A fictitious rate of change of cant deficiency is calculated, based on the assumptions of the principle of virtual transitions, and compared with a limit. This paper investigates the theoretical justification for the two approaches and briefly discusses the relevance of the criteria by means of simulations of dynamic vehicle response. INTRODUCTION It is a good practice to arrange transition curves between track elements with constant curvature of different magnitude (straight tracks and circular curves). The minimum length for such a transition curve is defined by a criterion for lateral jerk (or rate of change of cant deficiency which is assumed to be propor