Comparison of various calculation models for the bridge dynamic analysis

Lang, Andrey; Diachenko, Leonid; Labutin, Nikita

doi:10.1088/1757-899x/786/1/012083

Cited by 4 publications

(4 citation statements)

References 8 publications

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“…According to structure and stress characteristics, the track slab, base slab, and simply supported girder bridge are modeled by beam element with 12 freedoms for two nodes. 35 The section parameters of simply supported girder bridge are introduced in literature. 8 The main-slave relation simulates the bridge bearing without considering the friction of the active bearing, and the piers bottom are fixed on the ground, leaving out the friction of the active bearing.…”

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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“…In the model, the beam element simulates the rail of CHN60, and spring-damping element simulates the constraint of the fastener and rubber on the rail, the constraint between the sleeper and the ballast bed, and the connection between the ballast bed and bridge, with the fastener spacing being 0.6 m. The ballast bed laid on the bridge is of granular structure. To improve the computation efficiency, the model adopts beam element to simulate the sleepers and uses rigid connection to restrict the beam element in the longitudinal direction of bridge [32]. The simply supported girder bridges and piers are simulated by beam elements based on structure and mechanical characteristics [33], as shown in Figure 11b.…”

Section: Model Of Track-bridgementioning

confidence: 99%

“…bridge is of granular structure. To improve the computation efficiency, the model adopts beam element to simulate the sleepers and uses rigid connection to restrict the beam element in the longitudinal direction of bridge [32]. The simply supported girder bridges and piers are simulated by beam elements based on structure and mechanical characteristics [33], as shown in Figure 11b.…”

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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“…The building material supplier shall present its basic physical and mechanical characteristics, but not in bulk but in the compacted state in which the building material will operate as part of railway embankments. Provided physical and mechanical characteristics are not only necessary for analytical calculations of the stability of embankments or retaining walls but are particularly important for the design of artificial structures on railways, such as bridges and traffic tunnels [3][4][5][6][7]. A full-scale in-situ experiment is the most revealing and reliable way of doing this [8], but such studies require a rather high investment.…”

Section: Introductionmentioning

confidence: 99%

Laboratory measurements of dispersed soils as construction materials for railway embankments

2023

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Compacted construction sand - dispersed soil - is the main construction material for the construction of railway embankments. The supplier is obliged to present the main physico-mechanical properties of the building material not in free-flowing state, but in a compacted state, in which the material will work as part of railway embankments. A major problem in laboratory dispersed soil application tests is the inability to keep the specimen in its compacted state before placing it in a shear instrument or stabilisation meter. Hence, laboratory testing of dispersed soils can only be carried out in the bulk state and therefore the question of directly determining the physical and mechanical characteristics of building materials at their maximum density remains open. Methodology of direct testing of compacted samples in a single plane shear apparatus for determination of strength properties was developed and tested by the authors of the article, and also the methodology of determination of deformation properties by indirect way was suggested for preliminary evaluation of soil suitability as a building material for construction of railway embankments.

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Comparison of various calculation models for the bridge dynamic analysis

Cited by 4 publications

References 8 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

Laboratory measurements of dispersed soils as construction materials for railway embankments

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