Analysis of Influencing Mechanism of Subgrade Frost Heave on Vehicle-Track Dynamic System
Abstract
:1. Introduction
2. Materials and Methods
2.1. Modelling Method of a Vehicle-Slab Track Dynamic System
2.1.1. Vehicle Model
- (1)
- There was no eccentricity effect considered during the modelling of the multi-rigid-body system.
- (2)
- The bogie was assumed to be connected by rigid beams.
- (3)
- The primary and secondary suspension systems were simulated by non-linear connector elements which consider both the stiffness and damping in the longitudinal, lateral and vertical directions.
2.1.2. Slab Track Model
2.1.3. Wheel-Rail Contact
2.2. Simulation of Frost Heave in the Dynamic Models
2.2.1. Simulation of Frost Heave in Existing Dynamic Models
- Model-B was built according to the method produced by Yang et al. [24]; the irregularity of rail as well as the contact loss underneath the foundation plate were both imported into the dynamic model, as shown in Figure 5b. Compared with Model-A, this model is more reasonable in the case of a short wavelength of frost heave.
2.2.2. A Novel FEM Model Based on Explicit Algorithm
2.3. Model Validation
2.3.1. Validation of Subgrade Frost Heave Process Calculated by Explicit Algorithm
2.3.2. Validation of Vehicle-Track Dynamics Response
3. Results
3.1. Comparison of Results between Model-A and No Frozen Case
3.2. Comparison of Results between Model-A and Model-B
3.3. Comparison of Results between Model-C and Other Models
4. Discussion
4.1. Discussion of the Influencing Mechanism of Frost Heave on Vehicle-Track Coupling System
- (a)
- Track irregularity, which is responsible for the changes in the dynamic response and for determining the length of the affected area of wheel-rail force.
- (b)
- Contact loss area underneath the structure, which may change the dynamic irregularity (increasing or decreasing for different wheelsets) and increase the vibration of the slab track;
- (c)
- Leverage effect of slab track caused by the constraint condition and the bending stiffness itself, which further increases the short-wavelength dynamic irregularity.
4.2. The Extension of the Influencing Mechanism in Different Ratios of Wavelength to Amplitude
5. Conclusions
- The influencing mechanism of frost heave on the vehicle-track system can be separated into three parts: track irregularity, contact loss area underneath the structure and leverage effect of the bent slab track.
- Track irregularity caused by frost heave produces a fluctuation in the vehicle dynamic response, and the affected distance of track irregularity determines the effect distance of the vehicle dynamics index.
- A short-wavelength frost heave might cause a large amplitude of the contact loss area underneath the slab track. The contact loss area weakens the constraint of the slab track, which also produces an increase in slab track vibration. There is contact pressure in the contact loss area when the vehicle passes by.
- The slab track is lifted by the crest of frost. We observed a leverage effect, which might cause larger dynamic irregularity and lead to a greater dynamic response in the wheel-rail system. The initial bending condition caused by frost heave and the weak vertical constraint of the slab track amplify the leverage effect.
- With the ratio of wavelength to amplitude increasing, the contact loss area and the leverage effect are reduced. The influence mechanism of frost heave on the vehicle-track coupling system gradually tends to be dominated by track irregularity.
Author Contributions
Funding
Conflicts of Interest
References
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Parameters | Units | Values |
---|---|---|
Car body/bogie/wheelset mass | kg | 48,000/3200/2400 |
Car body rolling/nodding/yawing inertia | 105 kg × m2 | 1.15/2.70/2.70 |
Bogie rolling/nodding/yawing inertia | kg × m2 | 3200/7200/6800 |
Wheelset rolling/ yawing inertia | kg × m2 | 1200/1200 |
Longitudinal/lateral/vertical stiffness of primary suspension | 103 kN/m | 9.00/3.00/1.04 |
Longitudinal/lateral/vertical damping of primary suspension | kN × s/m | 0/0/45 |
Longitudinal/lateral/vertical stiffness of secondary suspension | 103 kN/m | 0.24/0.24/0.40 |
Longitudinal/lateral/vertical damping of secondary suspension | kN × s/m | 500/30/50 |
Axle distance | m | 2.50 |
Bogie distance | m | 17.375 |
Wheel rolling radius | m | 0.46 |
Parts | Parameters | Units | Values |
---|---|---|---|
Rail | Density | kg/m3 | 7830 |
Elastic modulus | GPa | 205 | |
Poisson’s ratio | / | 0.30 | |
Slab | Size | m | 5.60 × 2.50 × 0.21 |
Density | kg/m3 | 2500 | |
Elastic modulus | GPa | 36.50 | |
Poisson’s ratio | / | 0.20 | |
Self-compacting concrete layer | Depth | m | 0.10 |
Density | kg/m3 | 2500 | |
Elastic modulus | GPa | 32.50 | |
Poisson’s ratio | / | 0.20 | |
Foundation plate | Width × Depth | m | 3.10 × 0.10 |
Density | kg/m3 | 2500 | |
Elastic modulus | GPa | 32.5 | |
Poisson’s ratio | / | 0.20 | |
Concave groove | Size | m | 0.60 × 0.40 × 0.10 |
Cushion | Stiffness | kN/mm | 250 |
Dynamic Response | Measured Results | Model-A | Model-B | Model-C |
---|---|---|---|---|
Vertical acceleration of car body(m·s−2) | −0.6–0.8 | −0.36–0.40 | −0.35–0.42 | −0.40–0.44 |
Lateral wheel-rail force (kN) | −22–31 | −24.5–32.5 | −25.5–32.1 | −27.50–31.7 |
Peak derailment coefficient | 0.26 | 0.42 | 0.42 | 0.31 |
Peak rate of wheel load reduction | 0.62 | 0.63 | 0.55 | 0.70 |
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Gao, L.; Zhao, W.; Hou, B.; Zhong, Y. Analysis of Influencing Mechanism of Subgrade Frost Heave on Vehicle-Track Dynamic System. Appl. Sci. 2020, 10, 8097. https://doi.org/10.3390/app10228097
Gao L, Zhao W, Hou B, Zhong Y. Analysis of Influencing Mechanism of Subgrade Frost Heave on Vehicle-Track Dynamic System. Applied Sciences. 2020; 10(22):8097. https://doi.org/10.3390/app10228097
Chicago/Turabian StyleGao, Liang, Wenqiang Zhao, Bowen Hou, and Yanglong Zhong. 2020. "Analysis of Influencing Mechanism of Subgrade Frost Heave on Vehicle-Track Dynamic System" Applied Sciences 10, no. 22: 8097. https://doi.org/10.3390/app10228097