Coupling Dynamic Characteristics Research Of High-Speed Railway-Ballastless Track-Transition Section

Efficiency, safety and affordable, provide infinite power for vigorous development of high-speed railway, and together with the technology of high-speed railway reaching maturity, result in the situation that now high-speed railway lines extending in all directions, operating speed conterminously rising, and the high-speed railway market expanding. All these have brought a new revolution to nationals the way of life and travel.Based on the finite element theory, take the CRT ? slab ballastless track and CRH3 train used on Beijing-Shanghai high-speed railway as research objects, using ABAQUS finite element software to establish a vehicle-track-transition section fine dynamic coupling model, and to analyze and evaluate the dynamic performance of on-ballasted track of Beijing Shanghai high-speed rail transition section according to the dynamic response simulation. Choosing appropriate structural parameters and the evaluation index, analyzing the dynamic response of CRT ? slab ballastless track system by time-domain analysis and maximum contrast. On the basis of the analysis of the system dynamic response, running an in-depth research on the system dynamic response by changing the fastener stiffness and the speed, and doing some research on the system dynamic response when two vehicles meeting, which lack of current research.Studies have shown that:the fastener stiffness directly affect the force on the structure under the rail, means the stiffness of the fastener should be around 30KN/mm to meet requirements of track geometry and track dynamic displacement; the dynamic response of the various components of the CRTS ? slab ballastless track system are relatively small, when the vehicle is running 200-350km/h through the transition section, means ballastless track system's ride performance is better than in other speed; at the case of two vehicles meeting, the amplitude of decreases of vertical displacement gradually reduced, while the stress gradually changed from a decrease situation to a increase situation, with the abscissa changed from right to left. The conclusion in this paper can provide a reference for further optimization and improvements of CRTS ? slab ballastless track structure.