Three-Dimensional Rail-Bridge Coupling Element of Unequal Lengths for Analyzing Train-Track-Bridge Interaction System

Zeng, Zhiping; Liu, Fu-Shan; Lu, Zhao–Hui; Yu, Zhiwu; Lou, Ping; Chen, Lingkun

doi:10.1590/1679-78252551

Cited by 10 publications

(3 citation statements)

References 39 publications

(48 reference statements)

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“…Some material characteristic parameters of the bridge can refer to this paper. 34 Furthermore, the length of every bridge span is 32.6 m, the length between the cross sections of the two bearings is 32 m, and the gap width between the center line of every bridge span is 0.01 m, finally the overall length of rail is 900 m considering the influence of train entering and leaving the bridge, one about 300 m track is added on both sides of bridges, then the train will go from one end of the track to the other. And the height of every pier is 20 m (a average value of high-speed railway pier, and pier height has little influence on TLL and driving performance, so the average value is used for calculation.).…”

Section: Model Of Vehicle-track-substructure Interactionmentioning

confidence: 99%

Study on the threshold for superposed deformation of simply supported bridge creep and track slab upwarp in high-speed railway

Gao

Yang

et al. 2022

Advances in Mechanical Engineering

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Based on long-term inspection data about track geometric irregularity of 32 m-span simply supported girder bridge in China Railway High-Speed for nearly 10 years, it is found that there is continuous periodic track longitudinal level (TLL) with different wavelengths, thereinto, simply supported girder bridges creep and ballastless track slab upwarp are the primary reasons. Moreover, there are two types of variation trends for bridge creep of 32 m simply-supported bridges with ballastless track, that is, stable type and increasing type, and the maximum [Formula: see text] (the peak-to-peak value of track longitudinal level) is 7.1 mm for track longitudinal level caused by bridge creep, and the maximum [Formula: see text] caused by upwarp deformation of ballastless track slab is 3.2 mm. Hence, this paper investigated the effects on running performance and structure service performance of random track irregularity and additional track irregularity caused by bridge creep, track slab upwarp deformation or superposition of both, a three-dimensional finite element model of vehicle-track-bridge for dynamic simulation calculation was established, the threshold values for bridge creep and track slab deformation under 350 km/h were proposed based on running performance and structure service performance. Finally, research results show that bridge creep influences on the ride comfort significantly, but running safety barely. Due to the short wavelength of TLL, the track slab upwarp deformation affects both the ride comfort and running safety heavily. The car bodies are more sensitive to bridge creep and produce mainly low-frequency vibration, but the rate of wheel load reduction is more sensitive to the track deformation and shows the high-frequency vibration. For 32 m simply supported bridges without track slab deformation, the [Formula: see text] caused by bridge creep should be limited to 7 mm, and 9 mm in difficult situations. When the [Formula: see text] caused by bridge creep is small (less than 5 mm), the [Formula: see text] caused by track slab upwarp deformation must be less than 4 mm. When both deformations exist simultaneously, the [Formula: see text] caused by superposition deformations of both should not exceed 10 mm, with track slab upwarp deformation not exceeding 4 mm. In the presence of both structural deficiencies, it is suggested that the track slab deformation must be eliminated when it is difficult to eliminate the bridge creep.

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Section: Model Of Vehicle-track-substructure Interactionmentioning

confidence: 99%

Study on the threshold for superposed deformation of simply supported bridge creep and track slab upwarp in high-speed railway

Gao

Yang

et al. 2022

Advances in Mechanical Engineering

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“…Based on the FE software Midas, a three-dimensional finite element model of 10-span 32-meter simply supported beam bridge-track-CWR rail is established, including rail, fastening system, sleepers, ballast bed and bridge structure components, as shown in Figure 11a, and the enlarged view in some positions is shown in Figure 11b. Some material characteristic parameters of the bridge can refer to this paper [31], and the specific crosssectional dimensions are shown in Figure 1b. The length of every bridge span is 32.6 m, the length between the cross sections of the two bearings is 32 m, and the gap width between the center line of every bridge span is 0.01 m. Finally, the overall length of the rail is 900 m considering the influence of train entering and leaving the bridge, one about 300 m track is added on both sides of bridges.…”

Section: Model Of Track-bridgementioning

confidence: 99%

Long-Term Monitoring of Local Track Irregularity and Its Influence for Simply Supported Girder Bridge of HSR

Yang

et al. 2022

Buildings

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By analyzing dynamic track geometric irregularity data of high-speed railway (HSR) with ballast track in China, there is a peak of [5, 11] m wavelength for the longitudinal level at the beam joint of simply supported girder bridges. The difference between the absolute value of track longitudinal level at the beam joint and that at the midspan is one to three mm. Under annual temperature cycle, the ballast at the beam joint loosens because of the bridge–track interaction, which results in the longitudinal level at the beam joint gets larger in winter and smaller in summer, that means the longitudinal level is negatively correlated with temperature, and at the same time, the development of the track longitudinal level and Track Quality Index (TQI) with the temperature are given. In addition, the vertical acceleration of axle box and bogie, and wheel–rail vertical force are larger when the train passes the beam joint than when it passes the midspan, which threatens running safety significantly. This article established a three-dimensional vehicle–track–bridge finite element model (FEM), thus the thresholds of track longitudinal level at the beam joint for simply supported girder bridge with ballast track in 250 km/h HSR were proposed, i.e., the maximum of dynamic track longitudinal level is 14 mm, and the maximum of static value is 11 mm. Once one of the two thresholds exceeds the corresponding limit, the train speed should be reduced to 160 km/h or below.

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“…Vehicle-bridge interaction is the key to obtaining the interaction force between the tire and pavement. It has many applications in the weigh-in-motion system , bridge dynamics and vibration control [33][34][35][36][37][38][39][40][41][42][43][44][45][46][47][48][49][50], bridge structural health monitoring, bridge ambient testing, bridge damage identification [51][52][53][54][55][56][57][58][59][60][61][62][63][64], and high-speed railway [29,[65][66][67][68].…”

Section: Introductionmentioning

confidence: 99%

Coupled Dynamics of Vehicle‐Bridge Interaction System Using High Efficiency Method

Sun

Zhao

2021

Advances in Civil Engineering

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Vehicle-bridge interaction is the core for a variety of applications, including vehicle vibration, bridge vibration, bridge structural health monitoring, weight-in-motion, bridge condition inspection, and load rating. These applications give rise to a great interest in pursuing a high-efficiency method that can tackle intensive computation in the context of vehicle-bridge interaction. This paper studies the accuracy and efficiency of discretizing the beam in space as lumped masses using the flexibility method and as finite elements using the stiffness method. Computational complexity analysis is carried out along with a numerical case study to compare the accuracy and efficiency of both methods against the analytical solutions. It is found that both methods result in a similar level of accuracy, but the flexibility method overperforms the stiffness method in terms of computational efficiency. This high efficiency algorithm and corresponding discretization schema are applied to study the dynamics of vehicle-bridge interaction. A system of coupled equations is solved directly for a simply supported single-span bridge and a four-degree-of-freedom vehicle modeling. Pavement roughness significantly influences dynamic load coefficient, suggesting preventative maintenance or timely maintenance of pavement surface on a bridge, to reduce pavement roughness, is of significant importance for bridge’s longevity and life-cycle cost benefit. For class A and B level pavement roughness, the dynamic load coefficient is simulated within 2.0, compatible with specifications of AASHTO standard, Australian standard, and Switzerland standard. However, the Chinese code underestimates the dynamic load coefficient for a bridge with a fundamental frequency of around 4 Hz. The proposed method is applicable to different types of bridges as well as train-bridge interaction.

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Three-Dimensional Rail-Bridge Coupling Element of Unequal Lengths for Analyzing Train-Track-Bridge Interaction System

Cited by 10 publications

References 39 publications

Study on the threshold for superposed deformation of simply supported bridge creep and track slab upwarp in high-speed railway

Study on the threshold for superposed deformation of simply supported bridge creep and track slab upwarp in high-speed railway

Long-Term Monitoring of Local Track Irregularity and Its Influence for Simply Supported Girder Bridge of HSR

Coupled Dynamics of Vehicle‐Bridge Interaction System Using High Efficiency Method

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