Dynamic effects and structure optimization of damping layers of CRTS III slab ballastless track for high speed railway

被引：3
作者：
Xin T. [1 ,2 ,3 ]
Zhang Q. [1 ]
Gao L. [1 ,2 ,3 ]
Zhao L. [4 ]
Qu J. [5 ]
机构：
[1] School of Civil Engineering, Beijing Jiaotong University, Beijing
[2] Beijing Key Laboratory of Track Engineering, Beijing
[3] Beijing Engineering Research Center of Rail Traffic Line Safety and Disaster Prevention, Beijing
[4] Railway Engineering Research Institute, China Academy of Railway Sciences, Beijing
[5] Infrastructure Inspection Research Institute, China Academy of Railway Sciences, Beijing
来源：
Zhongguo Tiedao Kexue/China Railway Science | 2016年 / 37卷 / 05期
关键词：
Ballastless track; Damping layer; Dynamic effect; High speed railway; Structure optimization; Vehicle-track coupled analysis;
D O I：
10.3969/j.issn.1001-4632.2016.05.01
中图分类号：
学科分类号：
摘要：
Aiming at different designs for damping layer locations in CRTS III slab ballastless track for high speed railway in China, the dynamic analysis model for high speed train and CRTS III ballastless track coupled system was established based on a self-developed simulation platform FORSYS. The displacement receptances of rail, track slab and subgrade at different set locations of damping layers were analyzed by using harmonic response analysis method. The dynamic responses of track system during high speed trains passing were obtained by using vehicle-track coupled analysis method. The dynamic effects and structure optimization of damping layers of CRTS III slab ballastless track for high speed railway were studied. Results show that the dynamic effects of the damping layers of CRTS III slab ballastless track are mainly on track slab and subgrade. The vibration can be reduced when the damping layer is either installed under self-compacting concrete or under base slab. The effects of vibration reduction mainly reflect in a vibration frequency range of 100 Hz to 200 Hz. The effects are more obvious if the damping layer is installed under the base slab. Comprehensively considering vibration reduction and displacement control, the stiffness of damping layer ranging from 50 MPa·m-1 to 80 MPa·m-1 is recommended. © 2016, Editorial Department of China Railway Science. All right reserved.
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页码：1 / 7
页数：6
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