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Study on vibration energy characteristics of vehicle-track-viaduct coupling system considering partial contact loss beneath track slab

  • Liu, Linya (Engineering Research Center of Railway Environment Virbration and Noise, Ministry of Education, East China Jiaotong University) ;
  • Zuo, Zhiyuan (Engineering Research Center of Railway Environment Virbration and Noise, Ministry of Education, East China Jiaotong University) ;
  • Zhou, Qinyue (Engineering Research Center of Railway Environment Virbration and Noise, Ministry of Education, East China Jiaotong University) ;
  • Qin, Jialiang (Engineering Research Center of Railway Environment Virbration and Noise, Ministry of Education, East China Jiaotong University) ;
  • Liu, Quanmin (Engineering Research Center of Railway Environment Virbration and Noise, Ministry of Education, East China Jiaotong University)
  • Received : 2020.01.02
  • Accepted : 2020.02.22
  • Published : 2020.08.25

Abstract

CA mortar layer disengagement will give rise to the overall structural changes of the track and variation in the vibration form of the ballastless track. By establishing a vehicle-track-viaduct coupling analysis and calculation model, it is possible to analyze the CRTS-I type track structure vibration response while the track slab is disengaging with the power flow evaluation method, to compare the two disengaging types, namely partial contact loss at one edge beneath track slab and partial contact loss at midpoint beneath track slab. It can also study how the length of disengaging influences the track structures vibration power. It is showed that when the partial contact loss beneath track slab, and the relative vibration energy level between the rail and the track slab increases significantly within [10, 200]Hz with the same disengaging length, the partial contact loss at one edge beneath track slab has more prominent influence on the vibration power than the partial contact loss at midpoint beneath track slab. With the increase of disengaging length, the relative vibration energy level of the track slab grows sharply, but it will change significantly when it reaches 1.56 m. Little effect will be caused by the relative vibration energy level of the viaduct. The partial contact loss beneath the track slab will cause more power distribution and transmission between the trail and track slab, and will then affect the service life of the rail and track slab.

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