Crts Ⅰ Type Plate Without A Frantic Jumble Railway Main Rail Transition Section Vertical Dynamic Analysis

Established slab track and turnout transition section as the research object. Using academician Zeng Qingyuan’s constant elastic potential energy principle called "seat matching" method, this paper established the vehicle model equations, and used MATLAB for the program of vehicle equation.Based on the established ANSYS model, using ANSYS extraction matrix method, this paper established the foundation matrix. According to the matrix document’s extraction for the load array, the line position of the rail nodes in the lower fundamental matrix was gotten. The wheel-rail coupled equations due to their coupling relationship was deduced, combining the vehicle matrix with the lower fundamental matrix’s line position into an entire matrix with time-varying train-track coupling system. MATLAB was used for working out relevant procedures.Running the calculation program for vibration response of all parts in train-rail system, and the model’s accuracy was verified by comparing with authoritative paper, by which the dynamic response of the the slab track with the turnout was calculated. Therefore, some conclusions are adressed:when the elastic modulus of CA mortar increases from200MPa to600MPa, slab track’s deformation and vibration response would both reduce by60%or so; when the fastener vertical stiffness increases from20to70, rail deformation would reduce by70%, which leads to less influence on rail acceleration; when the slab track accelerates increasing by70%, less effect would make on its displacement deformation; when irregularities amplitude increases from2mm to15mm, train acceleration would increase by4.4times, which make less effect on other status; when the speed grows from160km/h to350km/h, rail and slab track’s acceleration would grow by3times or so, others are less effected. The wheel-rail force mainly influenced by the rail surface irregularity and the train speed.After some analysis, it was found out that the only influence factor of stiffness match between interval and turnout area was their vertical stiffness of the fastener. By adjusting the vertical stiffness parameters and some calculation, the conclusion was adressed:when interval stiffness is larger than vertical stiffness of turnout area fastener by12±1kN/mm, both of them would match well. Therefore, the suggested turnout area stiffness is30to35kN/mm, which is more reasonable.