The purpose of this study is to analyze the railway bridge vibrations and control their negative effects through semi-active magnetorheological (MR) damper. Dynamic analysis of a railway bridge subjected to the moving load is performed. The real structural parameters are used, and the six-axle train is simulated as moving loads. The railway bridge is modeled as Euler-Bernoulli beam theory, and it is discretized through Galerkin method. To mitigate the bridge vibrations, MR damper with a fuzzy logic-based controller (FLC) is positioned at the ends of the bridge. The simulations of the system are performed by MatLab software. Finally, the results are examined both in the time and frequency domains.
Purpose In this study, a railway superstructure is modeled with a new approach called locally continuous supporting, and its behavior under the effect of moving load is analyzed by using analytical and numerical techniques. The purpose of the study is to demonstrate the success of the new modeling technique. Design/methodology/approach In the railway superstructure, the support zones are not modeled with discrete spring-damping elements. Instead of this, it is considered to be a continuous viscoelastic structure in the local areas. To model this approach, the governing partial differential equations are derived by Hamilton’s principle and spatially discretized by the Galerkin’s method, and the time integration of the resulting ordinary differential equation system is carried out by the Newmark–Beta method. Findings Both the proposed model and the solution technique are verified against conventional one-dimensional and three-dimensional finite element models for a specific case, and a very good agreement between the results is observed. The effects of geometric, structural, and loading parameters such as rail-pad length, rail-pad stiffness, rail-pad damping ratio, the gap between rail pads and vehicle speed on the dynamic response of railway superstructure are investigated in detail. Originality/value There are mainly two approaches to the modeling of rail pads. The first approach considers them as a single spring-damper connected in parallel located at the centroid of the rail pad. The second one divides the rail pad into several parts, with each of part represented by an equivalent spring-damper system. To obtain realistic results with minimum CPU time for the dynamic response of railway superstructure, the rail pads are modeled as continuous linearly viscoelastic local supports. The mechanical model of viscoelastic material is considered as a spring and damper connected in parallel.
Railway-induced vibrations are one of the major problems that need to be suppressed for the passengers or people who are living around the railway. It is essential that the vibrations are first tried to be suppressed on the source, railway. Thus, the railway superstructure components contain various elastic elements used in vibration insulation, such as rail pads. In this study, two different railway superstructures used in Istanbul railway traffic were tested while passing the railway vehicle at various speeds, and the vibrations generated by the wheel-rail interaction were compared regarding passenger comfort and the environment in compliance with the relevant standards. Used railway superstructures to compare the propagated vibrations are constructions with single and double elastomeric layers installed on the same line, sequentially. In this experimental benchmarking study which contains some evaluations according to standards, the behaviour of these two railway superstructure types in terms of vibration insulation in light metro lines is revealed using measurement results. Consequently, when the double-layered elastomer is used instead of a single-layered in the superstructure, the comfort level of the people living around the line is improved as up to 64% and the comfort level of the passengers is improved as up to 54%. In addition, in terms of the safety investigations of the buildings around the line, a meaningful decrease in vibrations greater than 70 Hz is observed and it is concluded that residential buildings could be built up to 5 m distance.
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