Dynamic train/track/ballast interaction - Computer models and full-scale experiments
Dynamic train/track/ballast interaction - Computer models and full-scale experiments
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DOI：
10.1080/00423119808969553
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发表时间：
1998-01-01
影响因子：
3.6
通讯作者：
Dahlberg, T
中科院分区：
文献类型：
--
作者：
Oscarsson, J;Dahlberg, T
本文发展了一种数值方法，可用于研究列车运动荷载作用下轨道的竖向动力特性。将相互作用的列车和轨道都建模为动态系统，并将列车/轨道复合系统作为一个整体来处理。在轨道模型中，轨道被视为由刚性轨枕通过轨垫离散支承的Rayleigh-Timoshenko梁。在每个枕木下面，一个刚性质量代表了道碴和参与振动的路基部分的质量。刚性质量通过线性弹簧和粘性阻尼器与相邻质量、基础和轨枕连接。这些轨道部件的质量、刚度和阻尼以及轨枕间距可以任意变化。轮对和钢轨之间的接触由非线性赫兹弹簧单元模拟。该模型允许计算各种轨道部件的挠度、加速度和力，还使工程师能够调查列车速度、轴重、转向架轴距、钢轨波纹、车轮扁平等参数对轨道和车辆部件的影响。为了验证计算方法，1993年和1995年在瑞典西海岸线上进行了两次全尺寸测量方案。轨道参数通过使用测量的频率响应函数来确定。测量和计算的频率响应函数显示出可接受的一致性。讨论了测量参数值的变化。
A numerical method has been developed by which the vertical dynamic behaviour of a railway track subjected to the loading of a moving train may be investigated. The interacting train and track are both modelled as dynamic systems and the compound train/track system is treated as a whole. In the track model, the rail is treated as a Rayleigh-Timoshenko beam discretely supported, via railpads, by rigid sleepers. Below each sleeper, a rigid mass accounts for the mass of the ballast and those parts of the subgrade that participate in the vibration. The rigid mass is connected to the adjacent masses, to the foundation and to the sleeper by linear springs and viscous dampers. The mass, stiffness and damping of these track components and also the sleeper spacings can be arbitrarily varied. The contact between the wheelsets and the rail is modelled by non-linear Hertzian spring elements. The model permits calculation of deflections, accelerations and forces in various track components, and also enables engineers to investigate how parameters such as train speed, axle load, bogie wheelbase, rail corrugations, wheel flats and so on influence the track and vehicle components. To verify the computational method, two full-scale measurement programmes were carried out on the Swedish West Coast Line in 1993 and 1995. Track parameters are determined by use of measured frequency response functions. Measured and calculated frequency response functions show acceptable agreement. Variations in measured parameter values are discussed.