A new three-dimensional finite element analysis model of high-speed train–bridge interactions

Song, Myung-Kwan; Noh, Hyuk-Chun; Choi, Chang Koon

doi:10.1016/s0141-0296(03)00133-0

Cited by 139 publications

(73 citation statements)

References 12 publications

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“…A perfectly guided predefined path for the vehicle wheelsets, for the more direct and simplest models; in these contact points between wheels and rails share position and velocity. An assumed hunting movement can be introduced as a prescribed motion of wheelsets [8,30,36,39].…”

Section: General Features Of Modelmentioning

confidence: 99%

“…a matemática como: 30) to, si no existe deslizamiento, la tensión hipotética calculada se da da, en caso contrario, el valor máximo de la tensión tangencial será el por la Ley de Coulomb, y la dirección será la de la tensión hipotética.…”

Section: Problema Tangencialunclassified

“…Most of the existing approaches to this problem assume linear models both for the structure subsystem and also for the vehicle multibody system [30,[36][37][38][39][40]. In these models quadratic velocity terms, such as gyroscopic effects, are also neglected.…”

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

Ruigómez¹,

Antolín²

2012

Int J Railw Tech

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Section: General Features Of Modelmentioning

confidence: 99%

Section: Problema Tangencialunclassified

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The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

Ruigómez¹,

Antolín²

2012

Int J Railw Tech

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“…Papers have also been written addressing the dynamic interaction between the track/bridge and the moving train, and some monographs have focused on this subject. For example, Song et al (2003), Kwasniewski et al (2006), Nguyen et al (2009), Lei and Zhang (2011), Xin and Gao (2011), and Zhai et al (2013) proposed a theory and method for dealing with the dynamic problem of the vehicle-track/bridge interaction system, respectively.…”

Section: Introductionmentioning

confidence: 99%

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

Zeng

Liu

et al. 2016

Lat. Am. j. solids struct.

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A three-dimensional rail-bridge coupling element of unequal lengths in which the length of the rail element is shorter than that of the bridge element is presented in this paper to investigate the spatial dynamic responses of a train-track-bridge interaction system. Formulation of stiffness and damping matrices for the fastener, ballast, and bearing, as well as the three-dimensional equations of motion in matrix form for a train-track-bridge interaction system using the proposed element are derived in detail using the energy principle. The accuracy of the proposed three-dimensional rail-bridge coupling element is verified using the existing twodimensional element. Three examples of a seven-span continuous beam bridge are shown: the first investigates the influence of the efficiency and accuracy of the lengths of the rail and bridge elements on the spatial dynamic responses of the train-track-bridge interaction system, and the other two illustrate the influence of two types of track models and two types of wheel-rail interaction models on the dynamic responses of the system. Results show that (1) the proposed rail-bridge coupling element is not only able to help conserve calculation time, but it also gives satisfactory results when investigating the spatial dynamic responses of a train-trackbridge interaction system; (2) the double-layer track model is more accurate in comparison with the single-layer track model, particularly in relation to vibrations of bridge and rail; and (3) the no-jump wheel-rail interaction model is generally reliable and efficient in predicting the dynamic responses of a train-trackbridge interaction system.

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“…Finite Element discretizations or modal superposition based on analytic mode shapes are the preferred procedures for simulating its behaviour. In the technical literature it is commonly accepted that the wheels remain in contact with the rails at all times (see [1], [5], [7], [12], [13]). Since the vibration of the track and the ballast is ignored in the model, this hypothesis is equivalent to accepting that the wheels never lose contact with the bridge.…”

Section: Introductionmentioning

confidence: 99%

Wheel-Rail Contact Forces in High-Speed Simply Supported Bridges at Resonance

Muserosf¹,

Castillo-Linaresf²,

AlarconJ³

Civil-Comp Proceedings

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This paper investigates the evolution of the wheel-rail contact forces in high-speed railway bridges during resonance situations. Based on a dimensionless formulation of the equations of motion, a parametric study is conducted and the fundamental parameters influencing the contact forces are brought to light. The bridge is idealised as an Euler-Bernoulli beam, while the train is simulated by a system of rigid bodies, springs and dampers. The situations such that a severe reduction of the contact force could take place are identified and compared with actual bridges. Finally, a real case is analysed and checked against the theoretical model.

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A new three-dimensional finite element analysis model of high-speed train–bridge interactions

Cited by 139 publications

References 12 publications

The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

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

Wheel-Rail Contact Forces in High-Speed Simply Supported Bridges at Resonance

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