Dynamic Interaction of Vehicle and Discontinuous Slab Track Considering Nonlinear Hertz Contact Model

Sadeghi, Javad; Khajehdezfuly, Amin; Esmaeili, Morteza; Poorveis, Davood

doi:10.1061/(asce)te.1943-5436.0000823

Cited by 34 publications

(31 citation statements)

References 18 publications

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“…At each time step, equation (18) is still valid. e value of the linear contact stiffness k in equations (20) and (21) at the (n + 1) time steps is determined by the vertical elastic compression calculated at the n time steps.…”

Section: Solving the Kinematic Equations With The Direct Coupledmentioning

confidence: 99%

“…Additionally, the solution of the responses is not accurate enough especially in the case of track irregularities or wheel flat [19]. e iterative method can better solve the equations of motion of the vehicle and the track with nonlinear contact relation between the wheel and rail, but for interaction equations of higher order, several iterations are required in the numerical integration process [20]. Hence, these integration schemes are computationally costly.…”

Section: Introductionmentioning

confidence: 99%

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A Two-Step Composite Time Integration Scheme for Vehicle-Track Interaction Analysis considering Contact Separation

Gao

2019

Shock and Vibration

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The two-step composite time integration scheme is combined with the linear contact relation between the wheel and rail (termed the two-step method) to solve coupled vehicle-track dynamic problems. First, two coupled vehicle-track models with different degrees-of-freedom are constructed, in which a vehicle-track system is modeled as two subsystems and the interaction between the two subsystems is implemented via kinematic constraints. Then, the two-step method is applied in the models to simulate several cases, and the accuracy and efficiency of this method are discussed in comparison with additional methods of the Newmark family. Contact separation can also be simulated using the same scheme without causing spurious oscillations for large integration steps. The results indicate that track irregularities can cause wheels to momentarily lose contact with the track, causing large impacts between the wheels and rail. Additionally, with the increase of the running velocity, contact separation will occur more frequently. The adoption of the two-step integration method can ensure the accuracy of solutions and significantly increase the computational efficiency; moreover, the matrixes representing the model information will not change during the calculation process, so the substructure data exported from commercial finite element software can be directly adopted.

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Section: Solving the Kinematic Equations With The Direct Coupledmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

A Two-Step Composite Time Integration Scheme for Vehicle-Track Interaction Analysis considering Contact Separation

Gao

2019

Shock and Vibration

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“…In this work, linear Hertzian theory for the wheel-rail contact was considered, and all simulations were performed in the frequency domain. In recent studies, Sadeghi et al [16,17] extended the model by including nonlinear properties of the wheel-rail contact and simulations in three dimensions.…”

Section: Introductionmentioning

confidence: 99%

Simulation of vertical dynamic vehicle–track interaction using a two-dimensional slab track model

Aggestam

Nielsen

Bolmsvik

2018

Vehicle System Dynamics

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The vertical dynamic interaction between a railway vehicle and a slab track is simulated in the time domain using an extended state-space vector approach in combination with a complex-valued modal superposition technique for the linear, time-invariant and two-dimensional track model. Wheel-rail contact forces, bending moments in the concrete panel and load distributions on the supporting foundation are evaluated. Two generic slab track models including one or two layers of concrete slabs are presented. The upper layer containing the discrete slab panels is described by decoupled beams of finite length, while the lower layer is a continuous beam. Both the rail and concrete layers are modelled using Rayleigh-Timoshenko beam theory. Rail receptances for the two slab track models are compared with the receptance of a traditional ballasted track. The described procedure is demonstrated by two application examples involving: (i) the periodic response due to the rail seat passing frequency as influenced by the vehicle speed and a foundation stiffness gradient and (ii) the transient response due to a local rail irregularity (dipped welded joint). ARTICLE HISTORY

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“…Sadeghi et al transformed the rail vibration problem into a transfer function, which calculates the frequency/wave velocity of rail and the axial load problems of vehicle, and calculated wheelrail contact force under the stimulus of track irregularity. They only studied the vehicle-rail coupled solving method [9]. Uzzal et al and Zhang et al viewed vibration signals as the combination of periodic vibration through field tests and implemented frequency spectral analysis through Fourier transformation, thereby obtaining the mathematical expression of the vibration acceleration of rail [10,11].…”

Section: Literature Reviewmentioning

confidence: 99%

“…Currently, studies on vehicle-tunnel coupled dynamics mainly focus on solving the dynamic equation of vehicle running on an irregular track [1][2][3][4][5], which were summarized into "vehicle dynamics," "track dynamics," and "wheel-track interaction" [5][6][7][8][9]. Established coupling models can be divided into two types, namely vehicle-track system [6] and vehicletrack-roadbed system [7].…”

Section: Introductionmentioning

confidence: 99%

Dynamic Characteristics of Coupled Vehicle–Track–Tunnel Interaction System

Liu¹,

Liang²,

Zhao³

et al. 2016

Int. j. simul. model.

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Traditional studies simplify vehicle-track-tunnel system into vehicle-track or vehicle-tunnel models and neglect dynamics influences of vehicle on tunnel through track or track-tunnel on vehicle. This study established the mathematical model of vehicle and finite element model of track-tunnel to disclose vibration characteristics of vehicle-track-tunnel coupled dynamic system. Next, a vehicletrack-tunnel dynamic coupled model was established based on the wheel-rail displacement coordinated relation. Finally, variation laws of vehicle and stress and displacement fields of tunnel surrounding rock when the train travelled at speed of 200 km/h were studied under different track slab stiffness and track structures. Numerical simulation results demonstrate that vehicle vibration indexes change in the linear law with the increase in track slab stiffness. Sleeper embedded ballastless slab track has better damping reduction performance than sleeper buried ballastless slab track. The best damping reduction performance is achieved when the track slab stiffness is 3.5 kPa. The maximum vertical displacement and stress of the tunnel surrounding rock due to vibration at low levels and the tunnel surrounding rock slightly influence vibration indexes of vehicles.

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Dynamic Interaction of Vehicle and Discontinuous Slab Track Considering Nonlinear Hertz Contact Model

Cited by 34 publications

References 18 publications

A Two-Step Composite Time Integration Scheme for Vehicle-Track Interaction Analysis considering Contact Separation

A Two-Step Composite Time Integration Scheme for Vehicle-Track Interaction Analysis considering Contact Separation

Simulation of vertical dynamic vehicle–track interaction using a two-dimensional slab track model

Dynamic Characteristics of Coupled Vehicle–Track–Tunnel Interaction System

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