Abstract
The main goal of this title is to show how the effects on maximum bending tensions at different locations in the track caused by simultaneous changes of the various parameters can be estimated in a rational manner The dynamic of vertical interaction between a moving rigid wheel and a flexible railway track is investigated. A round and smooth wheel tread and an initially straight and non-corrugated rail surface are assumed in the present optimisation study. Asymmetric linear three-dimensional beam structure model of a finite length of the track is suggested including rail, pads. sleepers and ballast with spatially non-proportional damping. Transient bending tensions in sleepers and rail are calculated. The influence of eight selected track parameters on the dynamic behaviour of the track is investigated. A two-level fractional factmial design method is used in the search for a combination of numerical levels of these parameters making the maximum bending tensions the minimum. Finally, the main conclusions are given.
Highlights
The objective of this paper is to show how the eftects on maximum bending tensions at different locations in the track caused by simultaneous changes of the parameters can be estimated in a rational manner [1, 2]
Higher vehicle speeds and axle loads generally lead to the increased magnitudes of dynamic responses of the track as well as of the vehicle
The interactive forces developed between vehicle and track depend on the dynamic properties of the two and on the vehicle speed and the initial irregularities along the track and the wheel perimeter
Summary
The objective of this paper is to show how the eftects on maximum bending tensions at different locations in the track caused by simultaneous changes of the parameters can be estimated in a rational manner [1, 2]. The dynamic interaction between moving rigid wheel-set mass, with a perfectly round and smooth tread, and an initially straight and non-corrugated continuous railway track model was studied in this paper. Rather comprehensive three-dimensional beam structure model of the track containing rail, pads, sleepers and ballast was developed. The technique introduced in [7] for solving full dynamic interaction problems was applied in this topic As it was mentioned, the dynamic interaction studied in this paper is restricted to the special case of a single rigid wheel with a smooth peripheral surface traversing an initially straight and non-corrugated track. The general solution technique in [6] allows a great variation of possible loading cases to be studied including a non-linear discretised vehicle model with. The loss of contact between wheel running smiace and rail is covered according [8]
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