The vibration of railwayballa st is a keyfact or to cause track geometrych ange and increase of track maintenance costs. So far the methods for analyzing and testing the vibration of the granular ballast havenot been well formed. In this paper, a five-parameter model for analysis of the ballast vibration isestablished based upon the hypothesis that the load-transmission from a sleeper to the ballast approximatelyco incides with the cone distribution. The concepts of shear stiffness and shear damping of the ballast are introduced in the model in order to consider the continuityof the interlocking ballast granules. A full-scale field experiment is carried out to measure the ballast acceleration excited bymoving trains. Theoretical simulation results agree well with the measured results. Hence the proposed ballast vibration model has been validated.

TTISIM仿真软件采用现代车辆—轨道耦合动力学理论，全面考虑轨道结构参振影响及动态轮轨空间接触几何关系。结合近年来国内有关提速、脱轨、新型机车车辆动力学现场试验，对TTISIM软件进行了系统的分析验证。结果表明，用该仿真软件计算的结果与试验测量结果吻合良好，说明该仿真软件可以用来分析研究各种铁道机车车辆在不同状态线路上运行时的动力学性能。

The effect of track irregularities on rail corrugation is investigated in detail with the numerical method when a wheelset is steadily curving.The irregularities considered in the analysis include initial running surface of rail with periodically varying and different wave length, stochastic roughness on the rail running surface, and vertical uneven support stiffness of the rail due to the discrete sleeper supports.The numerical method considers a combination of Kalker’s rolling contact theory with non-Hertzian to be modified, a linear frictional work model and a vertical dynamics model of railway vehicle coupled with a curved track. The model is also validated by an experiment with a full scale facility.The influence of different speeds of wheelset curving on the development of the corrugation is taken into account in the calculation.The numerical results indicate that (1) for existing of the initial corrugation of new rail with any wavelength the depth from the peak to trough of it decreases gradually with an increase of wheelset passage, but the initial corrugation evolved has a tendency to move in the rolling direction, (2) the amplitude of the initial stochastic roughness of new rail is gradually leveled out and but a corrugation with very small depth and a few fixed passing frequencies is initiated, the passing frequencies are the same as the natural frequencies of the track, and (3) the discrete rail supports by sleepers have a great influence on the formation of the corrugation.

从轨道谱的功率谱密度、时间样本幅值及对动力学性能影响的角度，对比了秦沈线轨道谱和德国轨道谱。秦沈线无碴轨道谱密度介于德国高干扰谱和低干扰谱之间，其中高低谱与德国高干扰谱接近，在30～45m波长范围内方向谱优于德国低干扰谱。 秦沈线有碴谱和德国高干扰谱互有优劣，方向和高低谱的分界波长分别是20m和30m。从时间样本来看，秦沈线无碴谱方向不平顺与德国低干扰谱非常接近，明显小于高干扰谱；有碴谱方向不平顺度略小于德国高干扰谱，但明显大于低干扰谱；无碴谱和有碴谱的高低不平顺均介于德国低干扰和高干扰之间。引起轮重减载的可能性大小依次是秦沈线有碴谱、德国高干扰谱、秦沈线无碴谱和德国低干扰谱。导致车体振动大小依次是德国高干扰谱、秦沈线有碴谱、秦沈线无碴谱和德国低干扰谱。

为提高列车在提速区段的乘坐舒适性，借助于现场试验测试数据，运用车辆一轨道耦合动力学理论，通过轨道随机不平顺功率谱变换得到不同波长的不平顺，研究了线路不平顺波长对列车运行平稳性及乘坐舒适性的影响及规律。分析结果表明：提速机车以150km•hl速度在直线轨道上运行时，如果线路不平顺波长为1～20m，则车体振动主频主要集中在2.20～4.00Hz，避开了人体正常敏感频率，平稳性指标属优级；如果线路不平顺波长为20～30m，则车体振动主频降低至1.50Hz左右，正好处于人体敏感频率范围，乘坐舒适性大大降低，平稳性指标值增加了20%多；更长的波长(大于30m)对机车运行平稳性影响较小，指标与1～20m波长的相应值处于相同等级。可见，对于既有提速线路，必须严格控制不平顺的20～30m波长，虽然该波段的不平顺幅值很小，但对列车在提速区段车体横向振动影响甚大。