The mortar layer of the slab ballastless turnout is the weakest connecting part compared to the rest of the structure, meaning debonding between the turnout slab and the mortar layer is prone to occur under the dynamic load of a train. In order to study the impact of debonding on the vibration response of the wheel-rail system in the turnout area, a rigid-flexible vehicle-turnout coupled dynamic model that takes debonding into account was established based on the theory of vehicle-track coupled dynamics; the flexible deformation of the multi-rail and turnout slab was also included in the model. The impact of debonding on the wheel load transition and the vibration acceleration of the turnout structure and axle box were then analysed. The results show that: There are significant differences in the impact of different types of debonding on the vibration response of the vehicle-track coupled system. When the debonding height is less than the voiding limit, the impact of the debonding height is significant, while the vibration acceleration of the vehicle-turnout system remains basically unchanged once debonding height reaches the void limit.
HaoCJChenJYSunX. Effects of flange wear on dynamic vehicle-turnout interaction. Proceedings of the Institution of Mechanical engineers Part F-Journal of Rail and Rapid Transit2022; 237(5): 642−654. doi: 10.1177/09544097221127783.
2.
RenJJWangJLiX, et al.Influence of cement asphalt mortar debonding on the damage distribution and mechanical responses of CRTS I prefabricated slab. Construct Build Mater2020; 230: 1−12. doi: 10.1016/j.conbuildmat.2019.116995.
3.
YuanQLiuWTPanYR, et al.Characterization of cement asphalt mortar for slab track by dynamic mechanical thermoanalysis. J Mater Civ Eng2016; 28(3): 1−8. doi:10.1061/(ASCE)MT.1943-5533.0001401.
4.
YangJBLiuXYLiuYX, et al.Influence of seam in type Ⅰ slab ends on dynamic characteristics of track and vehicle. J Southwest Jiaot Univ2014; 49(03): 432–437.
5.
LiuSHJiangLZZhouWB, et al.Influence of mortar gap on natural vibration frequencies of high-speed railway track-bridge system. J Cent S Univ2022; 29(8): 2807−2819. doi: 10.1007/s11771-022-5121-7.
6.
LiuDLiuYFRenJJ, et al.Contact loss beneath track slab caused by deteriorated cement emulsified asphalt mortar: dynamic characteristics of vehicle-slab track system and prototype experiment. Math Probl Eng2016; 2016: 1−12. doi: 10.1155/2016/3073784.
7.
FengQSChaoHYLeiXY. Influence of the seam between slab and CA mortar of CRTS II ballastless track on vibration characteristics of vehicle-track system. Procedia Eng2017; 199: 2543−2548. 10.1016/j.proeng.2017.09.259.
8.
ShiHZhuLQShiHM, et al.Effect of CA mortar disengagement on dynamic characteristics of slab ballastless track on subgrade. IOP Conf Ser Mater Sci Eng2018; 452. doi: 10.1088/1757-899x/452/2/022116.
9.
RenJJXiaoLYangRS, et al.Criteria for repairing damages of CA mortar for prefabricated bogiework-type slab track. Construct Build Mater2016; 110: 300–311. doi: 10.1016/j.conbuildmat.2016.02.036.
10.
LeeJFenvesGL. Plastic-damage model for cyclic loading of concrete structures. J Eng Mech1998; 124(8): 892–900. doi: 10.1061/(ASCE)0733-9399.
11.
ZhangJWZhuSYCaiCB, et al.Experimental and numerical analysis on concrete interface damage of ballastless track using different cohesive models. Construct Build Mater2020; 263: 120859. doi: 10.1016/j.conbuildmat.2020.120859.
12.
YuCXiangJMaoJ, et al.Influence of slab arch imperfection of double-block ballastless track system on vibration response of high-speed train. J Braz Soc Mech Sci Eng2018; 40(2): 109–123. doi: 10.1007/s40430-018-0972-4.
13.
ChenRChenJYWangP, et al.Impact of wheel profile evolution on dynamic wheel-rail interaction and surface initiated rolling contact fatigue in turnouts[J]. Wear2019; 438–439:1–14. doi: 10.1016/j.wear.2019.203109.
14.
ChenJYWangPXuJM, et al.Simulation of vehicle-turnout coupled dynamics considering the flexibility of wheelsets and turnouts. Veh Syst Dyn2021: 1–26. doi: 10.1080/00423114.2021.2014898.
15.
XuJMMaQTZhaoSQ, et al.Effect of wheel flat on dynamic wheel-rail impact in railway turnouts. Veh Syst Dyn2022; 60(6): 1829–1848. doi:10.1080/00423114.2021.1876888.
16.
YanZLiSXXuJM, et al.Random analysis of dynamic wheel–rail interactions in the switch panel of a turnout with geometric tolerances based on the probability density evolution method. Veh Syst Dyn2022:1–26. doi:10.1080/00423114.2022.2124177.
17.
ZhaiWMVehicle-track coupled dynamics: theory and applications, 4th ed.Science Press, Beijing, 2015.
18.
GuoLKZhangSFYangRS, et al.The influence of CRTS I slab track disengaging on structural modal. Railway Standard Design2015; 59(09): 29-32. doi: 10.13238/j.issn.1004-2954.2015.09.007.
19.
MaXCWangPXuJM, et al.Comparison of non-Hertzian modeling approaches for wheel-rail rolling contact mechanics in the switch panel of a railway turnout. Proceeding of the Institution of Mechanical engineers Part F-Journal of Rail and Rapid Transit, 2019; 233(4): 466–476. doi: 10.1177/0954409718799825.
20.
XuJMWangPMaXC, et al.Comparison of calculation methods for wheel-switch rail normal and tangential contact. Proceeding of the Institution of Mechanical engineers Part F-Journal of Rail and Rapid Transit2017; 233(2): 148–161. doi: 10.1177/0954409715624939.
21.
XuJMZhuXXWangXT, et al.Fatigue damage analysis of the straight switch rail considering complex random loads[J/OL]. Vehicle system dynamics2022:1–21. DOI: 10.1080/00423114.2022.2110129.
22.
WangJLuZHZhaoYG, et al.Reliability assessment on gap height of interface between CRTS II track slab and CA mortar. J China Railw Soc2023; 45(04): 117-126.
23.
LiXRenJJLiuXY, et al.Dynamic influence of gap height of CA mortar on track structure under mixed traffic conditions. J Southwest Jiaot Univ2018; 53(05): 958-965.
24.
MengXHWangP. Research on optimal design of wheel load transition zone of turnout switch. Journal of Railway Engineering Society2013; 30(05): 35–39.
25.
LiSXZhangJLiX, et al.Study on pantograph-catenary contact force characteristics based on discrete wavelet transform. J China Railw Soc2022; 44(12): 30–36.
