Numerical analysis of the embedded track structure under mixed traffic load

Bu, Jie; Li, Junpeng

doi:10.1051/matecconf/201927201042

Cited by 2 publications

(1 citation statement)

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“…Yang et al [5] adopted experimental and numerical methods to analyze the wheel-rail impact at insulated rail joints used in embedded track system, and found the major frequencies of the impact vibration depend mainly on geometric irregularities and train speed. Elkamel et al [6] established a finite element model of embedded track structure in the mixed traffic area, and calculated the deformation and stress of asphalt surface course and filling material. Hu et al [7] performed a comparative analysis on the dynamic performance indices of vehicles in an embedded track system and those in a typical fastener type track system.…”

Section: Introductionmentioning

confidence: 99%

Dynamic interactions of tram-turnout coupling system in embedded turnout area

Zhai¹,

Wan²,

Sun³

2023

J. vibroeng.

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Embedded turnout is one of the key facilities in the embedded track network of modern tram systems. In this study, the damping performance and track stiffness of an embedded turnout are tested on site. A multi-rigid body dynamics model of the tram and a finite-element dynamics model of the embedded turnout are established, and the two models are coupled based on the wheel-rail contact theory for the turnout area. Next, the dynamic responses of the tram passing through the embedded turnout are analyzed. The results show that the embedded turnout has favorable damping performance. The high stiffness of variable section rails at the switch and frog would lead to an increase in the wheel-rail dynamic force. When the tram passes through the embedded turnout, the wheel-rail vertical force reaches maximum values of 106.3 and 35.2 kN at the frog and switch, respectively; the maximum wheel derailment coefficient and wheel weight reduction rate are 0.49 and 0.57, respectively, which are within the safety limit specified in the Standards; the maximum lateral and vertical vibration accelerations of the tram body are 0.38 and 0.71 m/s2, respectively, satisfying the comfort requirements; the wheel–rail wear work at the switch is greater than that at the frog.

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Section: Introductionmentioning

confidence: 99%