Abstract
Increasing axial loads including the development of heavy movement on Russian railroads network require the best solutions for improvement of the railway track structure. Research by Russian and international scientists indicates that rail elastic pads reduce vibrations transferred from reinforced concrete sleepers to crashed stone, including the joint area. This study examines possibilities of using rail pads for reducing the dynamic effects of the rolling stock on the track in the joint area. Assessment of the rail pads construction material shock-absorbing properties was conducted considering the elastic properties of the rail support with static and dynamic loads. Results of mode ling the elastic properties of the rail support with rail pads of different rigidities using the software complex “Universal mechanism” are presented. The results were used as basis for calculation of indicators of dynamic interaction of the track and rolling stock at the joint using the coeffi cient establishing the link between bendings of the solid rail and the rail with joint. The expediency of using rail pads at the place of the joint is justifi ed based on assessment of the results.This study reveals that elastic rail pads based on isoprene rubbers are suitable for track structures that improve indicators of the track and rolling stock interaction. When using rubber pads, the growth of accelerations on the sleeper is less dependent on the speed, causing the track stability to increase. The results are supported by tests consistent with calculations and justify the necessity for further studies in this fi eld.
Highlights
Increasing axial loads including the development of heavy movement on Russian railroads network require the best solutions for improvement of the railway track structure
Research by Russian and international scientists indicates that rail elastic pads reduce vibrations transferred from reinforced concrete sleepers to crashed stone, including the joint area
This study examines possibilities of using rail pads for reducing the dynamic effects of the rolling stock on the track in the joint area
Summary
Ящих во времени на период амплитуд колеблющейся величины:. Q ln O1 , O2 где λ1 и λ2 — две последующие амплитуды при свободно затухающих колебаниях. С учетом последовательного соединения элементов конструкции железнодорожного пути суммарная вертикальная жесткость основания при наличии подшпальных прокладок может быть рассчитана по формуле k kоkп , kо kп где ko — жесткость основания, кН/м; kп — жесткость подшпальной прокладки, кН/м. В результате моделирования были рассчитаны вертикальные силы и вертикальные прогибы рельса под колесом при движении вагона по пути без подшпальных прокладок и по пути с подшпальными прокладками разной жесткости. Значения прогибов рельсов в стыке были рассчитаны для пути без подшпальных прокладок и с подшпальными прокладками различной жесткости и использованы для расчета вертикальных сил, действующих от колеса на рельс в стыке. После моделирования и расчетной оценки вертикальных сил, возникающих при взаимодействии колеса и рельса в стыковой зоне, были проведены испытания упругих подшпальных прокладок на ЭК АО «ВНИИЖТ». На каждом из видов стыков измерения ускорений производились на двух шпалах под принимающим рельсом (шпала II и III; см. рис. 2)
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