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LU Chen-xu, SHI Jin, DUAN Qi-yan, WEN Jun-yi. Dynamic interaction between metro vehicle and steel spring floating slab track under emergency braking condition[J]. Journal of Traffic and Transportation Engineering, 2019, 19(1): 96-107. doi: 10.19818/j.cnki.1671-1637.2019.01.010
Citation: LU Chen-xu, SHI Jin, DUAN Qi-yan, WEN Jun-yi. Dynamic interaction between metro vehicle and steel spring floating slab track under emergency braking condition[J]. Journal of Traffic and Transportation Engineering, 2019, 19(1): 96-107. doi: 10.19818/j.cnki.1671-1637.2019.01.010
shu

Dynamic interaction between metro vehicle and steel spring floating slab track under emergency braking condition

doi: 10.19818/j.cnki.1671-1637.2019.01.010

  • School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China

More Information
  • Author Bio:

    LU Chen-xu(1994-), male, doctoralstudent, 1564663184@qq.com

    SHI Jin(1980-), male, professor, PhD, jshi@bjtu.edu.cn

  • Received Date: 2018-08-01
  • Publish Date: 2019-02-25
    Abstract
  • To optimize the design of steel spring floating slab track on the grade, based on the consideration of longitudinal wheel-rail relationship and structure characteristics of steel spring floating slab track, the dynamic interaction model of metro vehicle and steel spring floating slab track under the emergency braking condition was established through the multi-body dynamics theory and finite element method. The validity of the model was verified through the multi-body dynamics software UM. The dynamic responses of vehicle and track under the emergency braking condition were analyzed. Research result shows that the average relative errors of longitudinal acceleration of car body and longitudinal wheel-rail force calculated by the UM and the model in this paper are 1.3% and 2.8%, respectively. During the emergency braking process, the car body is always in the state of forward pitching and longitudinal vibration, resulting in the increased load in the front wheel and the decreased load in the rear wheel. Owing to the discontinuities between the slabs, a longitudinal relative dislocation occurs between the track and floating slab. The special attentions should be paid to the longitudinal uncoordinated deformation between the rail and floating slab. For the scheme of arranging a pair of isolators at the intervals of two sets of fasteners (scheme 1), the vertical displacement of rail at the end of slab is 0.2 mm larger than that at the middle of slab. For the scheme of arranging a pair of isolators at the intervals of two sets of fasteners, then arranging a pair of isolators at the intervals of three sets of fasteners (scheme 2), the vertical displacement of rail at the end of slab is 0.5 mm smaller than that at the middle of slab. Under the two layout schemes, the difference of longitudinal deformation of track is no more than 5%, and the difference of longitudinal force acting on fastener and steel spring is no more than 15%. The short wave track irregularity significantly increases the vertical vibrations of rail and floating slab, and the maximum vertical acceleration of rail can reach up to approximately 15g in the presence of track irregularity. Steel spring floating slab can reduce the vertical vibration transmitted to the bottom of the foundation, and the acceleration decreases by approximately 0.2 m·s-2. However, the low-frequency vertical vibrations of rail and floating slab amplify significantly, and the vibration increases by approximately 15 dB.

     

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