The effect of subgrade inhomogeneity induced by freeze-thaw on the dynamic response of track-subgrade system

The developed vertical coupling model of Vehicle-Track-Subgrade which considered subgrade layer vibration is present- ed. The equations of motion for the ballast, top and bottom subgrade layers are presented in detail. Through inputting different coefficients, the dynamic response of track-subgrade system in a seasonal frozen region in different seasons is obtained by the developed model and the uneven freeze-thaw action of subgrade soil is presented in this model. The ef- fect of subgrade inhomogeneity induced by uneven freeze-thaw on the dynamic response of track-subgrade system was studied and the conclusions are as follows. The force at the interface of ballast and top subgrade layer and the defor- mation of ballast induced by a passing train changed sharply at the stiffness mutation zone. The force and deformation decreased with increasing stiffness ratio with the same amplitude of irregularities as the excitation source. The force and deformation were larger with larger amplitudes of irregularities. There was an obvious effect of uneven deformation and stiffness of subgrade on the dynamic response of track-subgrade system.

Transfer relation between subgrade frost heave and slab track deformation and vehicle dynamic response in seasonally frozen ground

Subgrade frost heave in seasonally frozen ground can greatly influence the safety and smooth running of high-speed trains and the service performance of track structures.In this study,we used a static model to:(1)investigate track-subgrade frost heave and develop a dynamic model of vehicle-track-subgrade frost heave;(2)explore the transfer relation between subgrade frost heave and track structure deformation;(3)examine the characteristics of interlayer debonding;(4)study the influence of subgrade frost heave on the dynamic response of vehicles in high-speed railways in seasonally frozen regions.A Fourier series was used to fit the frost heave waveform and simulate the behavior of subgrade uneven frost heave using data collected on-site.The results show:(i)The position of frost heave significantly affects the transfer of deformation to a slab track.The largest deformation of the track slab,with the amplitude transfer ratio reaching 20%,was recorded when the frost heave occurred near the joint of the base plate.(ii)At the same frost heave amplitude,long-wave frost heave causes smaller deformation and debonding of the track structure than short-wave frost heave.In the wavelength range of 10-30 m,the main frequency of the acceleration spectral density was concentrated between 3.5 and 3.7 Hz,with larger frost heave wavelengths producing smaller superposition on the vertical acceleration of the vehicle.(ii)The maximum wheel-rail force occurs when the front bogie passes the frost heave peak,with greater frost heave amplitudes producing greater wheel-rail force.From these results,we conclude there is a clear need to control the frost heave deformation of the track to reduce the dynamic response of the vehicle and in turn improve train operatSubgrade frost heave in seasonally frozen ground can greatly influence the safety and smooth running of high-speed trains and the service performance of track structures.In this study,we used a static model to:(1)investigate track`-subgrade frost heave and develop a dynamic model of vehicle`-track`-subgrade frost heave;(2)explore the transfer relation between subgrade frost heave and track structure deformation;(3)examine the characteristics of interlayer debonding;(4)study the influence of subgrade frost heave on the dynamic response of vehicles in high-speed railways in seasonally frozen regions.A Fourier series was used to fit the frost heave waveform and simulate the behavior of subgrade uneven frost heave using data collected on-site.The results show:(i)The position of frost heave significantly affects the transfer of deformation to a slab track.The largest deformation of the track slab,with the amplitude transfer ratio reaching 20%,was recorded when the frost heave occurred near the joint of the base plate.(ii)At the same frost heave amplitude,long-wave frost heave causes smaller deformation and debonding of the track structure than short-wave frost heave.In the wavelength range of 10-30 m,the main frequency of the acceleration spectral density was concentrated between 3.5 and 3.7 Hz,with larger frost heave wavelengths producing smaller superposition on the vertical acceleration of the vehicle.(iii)The maximum wheel`-rail force occurs when the front bogie passes the frost heave peak,with greater frost heave amplitudes producing greater wheel`-rail force.From these results,we conclude there is a clear need to control the frost heave deformation of the track to reduce the dynamic response of the vehicle and in turn improve train operations.ions.