High-speed train–track–bridge dynamic interactions – Part I: theoretical model and numerical simulation

Zhai, Wanming; Xia, He; Cai, Chengbiao; Gao, Mangmang; Li, Xiaozhen; Xiang-rong, Guo; Zhang, Nan; Wang, Kaiyun

doi:10.1080/23248378.2013.791498

Cited by 336 publications

(223 citation statements)

References 20 publications

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“…• The influence of the track and the ballast, which can also affect the dynamic behaviour of the bridge [28][29][30][31][32], has been taken into account only by means of its associated dead mass. A detailed vehicle idealisation, that would cause a reduction in the vibration levels of the bridge [33,34] and the ground [35], is also disregarded, and a moving load model has been used during the investigation.…”

Section: Introductionmentioning

confidence: 99%

On the basic phenomenon of soil-structure interaction on the free vibration response of beams: Application to railway bridges

Doménech

Martínez-Rodrigo

Romero

et al. 2016

Engineering Structures

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The dynamic transverse response of beam type bridges under railway traffic is addressed in this contribution. In particular, how soil-structure interaction may affect the critical or resonant speeds and the associated vibratory amplitudes is evaluated in detail. Resonance in beams, due to the circulation of equidistant loads, is highly influenced by the free vibration response that every single load leaves after traversing the structure. On this basis a numerical investigation is carried out analysing the effects of the wave propagation problem on the free vibration response of simply-supported beams in a wide range of travelling speeds. To this end a coupled three-dimensional boundary element-finite element model formulated in the time domain is used to reproduce the soil and structural behaviour, respectively. A catalogue of bridge deck typologies is defined, covering lengths, associated linear masses and fundamental frequencies that may experience high levels of transverse accelerations under resonant conditions, for nowadays existing trains and design speeds. Lengths ranging from 12.5 to 25 m are evaluated, along with fundamental frequencies covering most common typologies. A homogeneous soil is considered with shear wave speeds in the interval 150 to 365 m/s. From the single load free vibration parametric analysis conclusions are derived regarding the conditions of maximum free vibration and cancellation of the deck response. These conclusions are used afterwards to justify how resonant amplitudes of the bridge under the circulation of railway convoys may be affected by the soil properties, leading to substantially amplified responses or to almost imperceptible ones, and a numerical example is included to show the aforementioned situations.

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Section: Introductionmentioning

confidence: 99%

On the basic phenomenon of soil-structure interaction on the free vibration response of beams: Application to railway bridges

Doménech

Martínez-Rodrigo

Romero

et al. 2016

Engineering Structures

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“…To improve the accuracy of train-track-bridge interaction studies, Ziyaeifar [6] introduced a technique based on using the Maxwell model for representing the suspension mechanism of train systems. Zhai et al [8] and Zhang et al [9] also presented frameworks to investigate the high-speed traintrack-bridge dynamic interactions. All models listed above have laid a solid foundation for studying the pier differential settlement on the vehicle-track-bridge system.…”

Section: Introductionmentioning

confidence: 99%

Effect of Bridge‐Pier Differential Settlement on the Dynamic Response of a High‐Speed Railway Train‐Track‐Bridge System

Zhang

Shan

Xia

2017

Mathematical Problems in Engineering

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A model based on the theory of train-track-bridge coupling dynamics is built in the article to investigate how high-speed railway bridge pier differential settlement can affect various railway performance-related criteria. The performance of the model compares favorably with that of a 3D finite element model and train-track-bridge numerical model. The analysis of the study demonstrates that all the dynamic response for a span of 24 m is slightly larger than that for a span of 32 m. The wheel unloading rate increases with pier differential settlement for all of the calculation conditions considered, and its maximum value of 0.695 is well below the allowable limit. Meanwhile, the vertical acceleration increases with pier differential settlement and train speed, respectively, and the values for a pier differential settlement of 10 mm and speed of 350 km/h exceed the maximum allowable limit stipulated in the Chinese standards. On this basis, a speed limit for the exceeding pier differential settlement is determined for comfort consideration. Fasteners that had an initial tensile force due to pier differential settlement experience both compressive and tensile forces as the train passes through and are likely to have a lower service life than those which solely experience compressive forces.

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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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High-speed train–track–bridge dynamic interactions – Part I: theoretical model and numerical simulation

Cited by 336 publications

References 20 publications

On the basic phenomenon of soil-structure interaction on the free vibration response of beams: Application to railway bridges

On the basic phenomenon of soil-structure interaction on the free vibration response of beams: Application to railway bridges

Effect of Bridge‐Pier Differential Settlement on the Dynamic Response of a High‐Speed Railway Train‐Track‐Bridge System

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

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