Running safety assessment of trains moving over bridges subjected to moderate earthquakes

Montenegro, Pedro Aires; Calçada, Rui; Pouca, Nelson Vila; Tanabe, Makoto

doi:10.1002/eqe.2673

Cited by 69 publications

(24 citation statements)

References 22 publications

(30 reference statements)

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“…Zhang et al , examined the seismic non‐stationary random response of 3D train–bridge systems. Recently, Montenegro et al , studied the dynamic stability of trains moving over bridges subjected to seismic excitations. Further, Montenegro et al , proposed a wheel–rail contact model for analyzing the nonlinear lateral train–structure interaction.…”

Section: Introductionmentioning

confidence: 99%

Seismic response analysis of an interacting curved bridge–train system under frequent earthquakes

Zeng

Dimitrakopoulos

2016

Earthq Engng Struct Dyn

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Summary This paper establishes a scheme for the seismic analysis of interacting vehicle–bridge systems. The focus is on (horizontally) curved continuous railway bridges and frequent earthquakes. Main features of the proposed scheme are (i) the treatment of the dynamics in all three dimensions (3D), employing an additional rotating system of reference to describe the dynamics of the vehicles and a realistic 3D bridge model; (ii) the simulation of the creep interaction forces generated by the rolling contact between the wheel and the rail; and (iii) the integration of the proposed scheme with powerful commercial finite element software, during the pre‐processing and post‐processing phases of the analysis. The study brings forward the dynamics of a realistic vehicle–bridge (interacting) system during seismic shaking. For the (vehicle–bridge) case examined, the results verify the favorable damping effect the running vehicles have on the vibration of the deck. By contrast, the study stresses the adverse influence of the earthquake‐induced bridge vibration on the riding comfort but, more importantly, on the safety of the running vehicles. In this context, the paper unveils also a vehicle–bridge–earthquake timing problem, behind the most critical vehicle response, and underlines the need for a probabilistic treatment. Among the 20 sets of historic records examined, the most crucial for the safety of the vehicles are near‐fault ground motions. Finally, the study shows that even frequent earthquakes, of moderate intensity, can threaten the safety of vehicles running on bridges during the ground motion excitation, in accordance with recorded accidents. Copyright © 2016 John Wiley & Sons, Ltd.

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Section: Introductionmentioning

confidence: 99%

Seismic response analysis of an interacting curved bridge–train system under frequent earthquakes

Zeng

Dimitrakopoulos

2016

Earthq Engng Struct Dyn

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“…But these two exact models are only suitable for one wheel/rail rolling contact simulation due to the very expensive computation cost at the current stage. Thus, some approximate models, such as the FASTSIM, USETAB, Vermeulen-Johnson, Shen-Hedrick-Elkins, Polach methods, are commonly used for fast calculation applications of the train-track-bridge dynamic simulations [23,32,78,79,[83][84][85].…”

Section: Wheel-rail Dynamic Interaction Modelmentioning

confidence: 99%

Train–track–bridge dynamic interaction: a state-of-the-art review

Zhai

Han

Chen

et al. 2019

Vehicle System Dynamics

292

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Train-track-bridge dynamic interaction is a fundamental concern in the field of railway engineering, which plays an extremely important role in the optimal design of railway bridges, especially in high-speed railways and heavy-haul railways. This paper systematically presents a state-of-the-art review of train-track-bridge dynamic interaction. The evolution process of train-bridge dynamic interaction model is described briefly, from the simplest moving constant force model to the sophisticated train-track-bridge dynamic interaction model (TTBDIM). The modelling methodology of the key elements in the TTBDIM is systematically reviewed, including the train, the track, the bridge, the wheel-rail contact, the track-bridge interaction, the system excitation and the solution algorithm. The significance of detailed track modelling in the whole system is highlighted. The experimental research and filed test focusing on modelling validation, safety assessment and long-term performance investigation of the train-track-bridge system are briefly presented. The practical applications of train-track-bridge dynamic interaction theory are comprehensively discussed in terms of the system dynamic performance evaluation, the system safety assessment and train-induced environmental vibration and noise prediction. The guidance is provided on further improvement of the train-track-bridge dynamic interaction model and the challenging research topics in the future. ARTICLE HISTORY

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“…Xu and Zhai (2017) developed a stochastic analysis model of vehicletrack systems subjected to earthquake and track random irregularities and found that lateral seismic waves have a great influence on lateral vibrations of trains and tracks but slight impacts on vertical vibrations. Some researchers also studied the derailment responses of railway vehicles on bridges (Montenegro et al, 2016;Xia et al, 2006;Yang and Wu, 2002;Zeng et al, 2015). The above research studies on train-track responses are mainly proceeded in simulation, whereas the subgrade is not taken into consideration.…”

Section: Introductionmentioning

confidence: 99%

Earthquake response of the train–slab ballastless track–subgrade system: A shaking table test study

Cao

Yang

Zhang

et al. 2020

Journal of Vibration and Control

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Earthquake is one of the major factors that provoke train derailment. To investigate dynamic responses of the train–slab ballastless track–subgrade system and derailment features of the train subjected to earthquake, a first large-scale shaking table test on this system was carried out in China. The loaded seismic wave is an earthquake wave of Zhengzhou Yellow River Bridge Site provided by the China Earthquake Administration. It was observed that the elevation of subgrade and embankment could magnify acceleration responses, and the transverse amplification effect of the elevation in soil was more pronounced than the vertical amplification effect. The acceleration response of a track slab was weaker than that of the top subgrade because of integrality and rigidity of the track slab. The bogie shows a shock-absorbing effect in the transverse direction. When the input amplitude was not larger than 0.14 g, the transverse and the vertical acceleration of the rail increased with rising earthquake amplitudes and fluctuated later. Meanwhile, the current stopping threshold for trains is conservative because the derailment factor was less than 0.8 and the peak lateral displacement of wheels was much smaller than the cross-sectional size of the rail model under a 0.12 g earthquake excitation. The current stopping threshold in codes could be reasonable in view of limited quantity and limited types of loaded earthquake in the test. The critical derailment condition of trains was 0.23 g when the Zhengzhou Yellow River Bridge Site earthquake was loaded, and the displacement analysis showed that it would be a great danger for train safety.

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Running safety assessment of trains moving over bridges subjected to moderate earthquakes

Cited by 69 publications

References 22 publications

Seismic response analysis of an interacting curved bridge–train system under frequent earthquakes

Seismic response analysis of an interacting curved bridge–train system under frequent earthquakes

Train–track–bridge dynamic interaction: a state-of-the-art review

Earthquake response of the train–slab ballastless track–subgrade system: A shaking table test study

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