Influence of track damage on dynamic characteristics of vehicle-ballastless track-bridge system

被引：0
|
作者：
Yan B. [1 ,2 ]
Xie H.-R. [1 ]
Pan W.-B. [1 ]
Dai G.-L. [1 ,2 ]
机构：
[1] School of Civil Engineering, Central South University, Changsha
[2] National Engineering Laboratory for High Speed Railway Construction, Changsha
来源：
Zhendong Gongcheng Xuebao/Journal of Vibration Engineering | 2020年 / 33卷 / 04期
关键词：
Dynamic response; Fastener damage; Interface crack; Simply-supported bridge; Track engineering;
D O I：
10.16385/j.cnki.issn.1004-4523.2020.04.019
中图分类号：
学科分类号：
摘要：
In order to investigate the impact of the track damages on the dynamic response of train-track-bridge system, based on the principle of train-track-bridge coupling dynamics and ANSYS+SIMPACK co-simulation, the spatial dynamics model of CRTS Ⅲ ballastless track with 32 m simply supported bridge considering the longitudinal stiffness of supports, the track structure and interlayer contact characteristics are established. The influence of fastener damage and the crack between the track slab and the baseplate on the dynamic response of train-bridge system under 200 km/h running train is studied. The results show that the failure of a single fastener has a limited impact on the dynamic response of the system. The vertical force of the wheel-rail at the 0.07 m slab gap increases significantly, and the vertical displacement of the rail and the inverse force of the rail joint increase obviously. The continuous failure of the fasteners has a greater impact on the system while the adjacent and opposite side fasteners have the greatest impact. After the self-compacting, concrete is completely cracked, the greater the longitudinal length of crack, the greater the influence on the dynamic response. The complete cracked of the self-compacting concrete at the end of the adjacent track slab has the greatest influence on the dynamic response, and the vertical acceleration and displacement of the track-bridge structure increase quickly. When the length of the interface crack is 1.2 m, the wheel weight reduction rate is close to the limit value. If the interface crack length increases to 1.6 m, the train will be derailed. The vertical vibration of the track slab and the bridge increases significantly with the increase of the crack length. The vibration surge will adversely affect the durability of the track and bridge structure. It is suggested that the limit value of the interface crack length can be defined to 1.2 m, and attention should be paid to the interface crack of self-compacting concrete at the edge of the track slab. © 2020, Nanjing Univ. of Aeronautics an Astronautics. All right reserved.
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页码：807 / 814
页数：7
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