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.

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.

The effect of a scratch formed on the running surface of a curved rail, due to the slide of a locomotive wheel, on the formation and evolution of rail corrugation is investigated in detail with numerical methods when a wheelset is steadily and repeatedly curving. In the calculation we consider 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. Also the influence of different speeds of wheelset curving through the scratch on the development of the corrugation is taken into account. The numerical results indicate that a scratch causes strong contact vibration between the wheel and rail, and initiation and development of rail corrugation under the condition of steady creepage occurring between the wheel and curved rail. The wave-length of the corrugation depends on the speed of wheelset curving and the natural frequencies of the track.

基于机车车辆—轨道耦合动力学理论，仿真计算典型的提速机车车辆通过不同曲线轨道时的轮轨动态横向相互作用性能指标，包括提速客货列车通过山区铁路小半径曲线强化轨道、160km·h-1提速客运列车及120km·h-1提速货运列车通过不同半径曲线轨道。根据现行动力学性能评定规范，对轮轨相互作用性能指标进行了综合评估分析。理论分析结果表明：提速后列车通过曲线轨道时轮轨横向动态相互作用加剧，动力性能指标的最大峰值均出现在圆曲线上，并且客运机车车辆的曲线通过性能接近，货车车辆的曲线通过性能要优于货运机车的性能。为了确保列车提速后的行车安全性，山区铁路的小半径曲线轨道须采取加强措施，提速客运列车以160km·h-1和提速货运列车以120km·h-1速度运行时的最小曲线半径分别取1400m和1000m。

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。