A vertical coupling dynamic analysis method and engineering application of vehicle–track–substructure based on forced vibration

• Published in: Railway Sciences 2022-12, Vol.1 (2), p.224-240
• Main Authors: Li, Guolong, Gao, Mangmang, Yang, Jingjing, Wang, Yunlu, Cao, Xueming
• Format: Article
• Language: English
• Subjects: Accuracy; Boundary conditions; Bridges; Coupling dynamic analysis; Failure; Fastener; Fasteners; Forced vibration; Infrastructure; Load; Performance evaluation; Vehicles; Vehicle–track–substructure; Velocity; Vibration response
• ISSN: 2755-0907; 2755-0915
• DOI: 10.1108/RS-04-2022-0016

PurposeThis study aims to propose a vertical coupling dynamic analysis method of vehicle–track–substructure based on forced vibration and use this method to analyze the influence on the dynamic response of track and vehicle caused by local fastener failure.Design/methodology/approachThe track and substructure are decomposed into the rail subsystem and substructure subsystem, in which the rail subsystem is composed of two layers of nodes corresponding to the upper rail and the lower fastener. The rail is treated as a continuous beam with elastic discrete point supports, and spring-damping elements are used to simulate the constraints between rail and fastener. Forced displacement and forced velocity are used to deal with the effect of the substructure on the rail system, while the external load is used to deal with the reverse effect. The fastener failure is simulated with the methods that cancel the forced vibration transmission, namely take no account of the substructure–rail interaction at that position.FindingsThe dynamic characteristics of the infrastructure with local diseases can be accurately calculated by using the proposed method. Local fastener failure will slightly affect the vibration of substructure and carbody, but it will significantly intensify the vibration response between wheel and rail. The maximum vertical displacement and the maximum vertical vibration acceleration of rail is 2.94 times and 2.97 times the normal value, respectively, under the train speed of 350 km·h−1. At the same time, the maximum wheel–rail force and wheel load reduction rate increase by 22.0 and 50.2%, respectively, from the normal value.Originality/valueThis method can better reveal the local vibration conditions of the rail and easily simulate the influence of various defects on the dynamic response of the coupling system.