无碴轨道动力学理论及应用

根据车辆-轨道耦合动力学理论，建立了列车与路基上无碴轨道空间耦合动力学模型．模型中将钢轨视为弹性点支承基础上的Bernoulli-Euler梁，将轨道板及混凝土底座视为弹性基础上的弹性薄板．推导了路基上无碴轨道的运动方程．用上述模型及方程分析了遂渝线无碴轨道综合试验段路基上板式轨道及过渡段的动力学性能．结果表明，快速客车、重载以及普通货车通过路基上板式轨道时，轮轨垂向力、轮轨横向力、脱轨系数、轮重减载率、以及CA砂浆和路基面动应力等动力学指标均小于许用值．该无碴（板式和双块式）轨道与有碴轨道过渡段在客运列车作用下钢轨挠度变化率均小于许用值（0．300mm／m），在货物列车作用下略大于许用值．

Dynamics of Ballastless Track and Its Application

A coupling dynamic model for train-ballastless track on subgrade was derived based on the vehicle-track coupling dynamics to analyze the dynamic performances of the ballastless tracks and the stiffness of transition tracks.In the model,the tracks are regard as Bernoulli-Euler beams on discrete elastic supports,and the slabs and the RC(reinforced concrete) roadbed as elastic plates on an elastic foundation.The movement equations of ballastless tracks on the subgrade were also derived.The dynamic performances of slab track and the stiffness of the transition tracks on Suiyu(Suining-Chongqing) railway were investigated with the model and movement equations.The results show that the vertical and horizontal wheel-rail forces,derailment coefficient,rate of wheel load reduction,dynamic stresses in CA mortar and subgrade surfaces are less than the permissible values when a high speed passenger train,a heavy freight train or an ordinary freight train passes.On the transition section between the ballastless track(slab track or bi-block track) and ballasted track,the change rate of rail deflection is less than the permissible value,0.300 mm/m when a high speed passenger train passes,indicating that the stiffness design of the transition tracks is rational although the change rate of rail deflection is slightly greater than the permissible value when a heavy freight train passes.