• Title/Summary/Keyword: Bridge-Rail Interaction

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A model for investigating vehicle-bridge interaction under high moving speed

  • Liu, Hanyun;Yu, Zhiwu;Guo, Wei;Han, Yan
    • Structural Engineering and Mechanics
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    • v.77 no.5
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    • pp.627-635
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    • 2021
  • The speed of rail vehicles become higher and higher over two decades, and China has unveiled a prototype high-speed train in October 2020 that has been able to reach 400 km/h. At such high speeds, wheel-rail force items that had previously been ignored in common computational model should be reevaluated and reconsidered. Aiming at this problem, a new model for investigating the vehicle-bridge interaction at high moving speed is proposed. Comparing with the common model, the new model was more accurate and applicable, because it additionally considers the second-order pseudo-inertia forces effect and its modeling equilibrium position was based on the initial deformed curve of bridge, which could include the influences of temperature, pre-camber, shrinkage and creep deformation, and pier uneven settlement, etc. Taking 5 km/h as the speed interval, the dynamic responses of the classical vehicle-bridge system in the speed range of 5 km/h to 400 km/h are studied. The results show that ignoring the second-order pseudo-inertia force will underestimate the dynamic response of vehicle-bridge system and make the high-speed railway bridge structure design unsafe.

Experimental Study on Characteristics of Deformation for Concrete Track on Railway Bridge Deck End induced by Bridge End Rotation (철도교량 단부 회전에 따른 콘크리트 궤도의 변형특성에 관한 실험적 연구)

  • Lim, Jongil;Song, Sunok;Choi, Jungyoul;Park, Yonggul
    • Journal of the Korean Society for Railway
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    • v.16 no.3
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    • pp.217-225
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    • 2013
  • In this study, by considering the rail fastening support distance and the distance between the bridge and the abutment, the behavior of concrete track installed on a railway bridge end deck and the bridge end rotation were analyzed. In order to analyze the track-bridge interaction, bridge and abutment specimens with concrete track structures were designed and used in laboratory testing. At a constant fastening support distance, an increase in the bridge end rotation caused an increase in the displacement of the rail. Therefore, the displacement of the rail directly affects the rail and clip stress. Further, it is inferred that the results of multiple regression analysis obtained using measured data such as angle of bridge end rotation and fastening support distance can be used to predict the track-bridge interaction forces acting on concrete track installed on railway bridge deck ends.

A Study of Interaction between Viaduct and Turnout (교량과 분기기 상호작용에 관한 연구)

  • Yang, Shin-Choo;Han, Sang-Chul;Kim, In-Jae
    • Journal of the Korean Society for Railway
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    • v.9 no.6 s.37
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    • pp.689-694
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    • 2006
  • Most of design parameters of Railway Structures are determined by the serviceability requirements, rather than the structural safety requirements. The serviceability requirements come from Ensuring of running safety and ride comfort of train, reduction of track maintenance working Track-Bridge interaction should be considered in the design of railway structures. In this study, a numerical method which precisely evaluate an axial force of rail and a rail expansion and contraction when turnout exist in succession on a CWR of bridge is developed.

Comparative Analysis of Track-Bridge Interaction of Sliding Slab Track and Rail Expansion Joint for Long-Span Railway Bridge (장경간 철도 교량에 적용된 슬라이딩 궤도와 레일신축이음장치의 궤도-교량 상호작용 비교)

  • Lee, Kyoung Chan;Jang, Seung Yup;Lee, Jungwhee;Choi, Hyun Sung
    • Journal of the Computational Structural Engineering Institute of Korea
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    • v.29 no.2
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    • pp.169-177
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    • 2016
  • Sliding slab track system, which consists of low friction sliding layer between track slab and bridge deck, is recently devised to reduce track-bridge interaction effect of continuously welded rail(CWR) without applying special devices such as rail expansion joint(REJ). In this study, a series of track-bridge interaction analyses of a long-span bridge with sliding slab track and REJ are performed respectively and the results are compared. The bridge model includes PSC box girder bridge with 9 continuous spans, and steel-concrete composite girder bridge with 2 continuous spans. The total length of the bridge model is 1,205m, and the maximum spacing between the two fixed supports is 825m. Analyses results showed that the sliding slab track system is highly effective on interaction reduction since lower rail additional axial stress is resulted than REJ application. Additionally, horizontal reaction forces in fixed supports were also reduced compared to the results of REJ application. However, higher slab axial forces were developed in the sliding slab track due to the temperature load. Therefore, track slab section of the sliding slab track system should be carefully designed against slab axial forces.

Nonlinear Dynamic Analysis of Vehicle-Bridge Interaction considering the Hertzian Contact Spring and Rail Irregularities (헤르쯔 접촉스프링과 레일 요철을 고려한 차량-교량 동적상호작용 비선형 해석)

  • Kang, Young-Jong;Neuyen, Van-Ban;Kim, Jung-Hun;Kang, Yoon-Suk
    • Proceedings of the KSR Conference
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    • 2010.06a
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    • pp.1478-1485
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    • 2010
  • In this paper, the nonlinear dynamic response of Vehicle-Bridge interaction with the coupled equations of motion including nonlinear Hertzian contact is presented. The moving train model is chosen to have 10 degrees of freedom (DOF). The bridge is modeled as 2D Euler-Bernoulli beam element with 4 DOF for each element, two for rotations and another two for translations. The nonlinear Hertzian contact is used to simulate the interaction between vehicle and bridge. Base on the relationship of wheel displacement of the vehicle and the vertical displacement of the bridge in Hertzian contact, the coupled equations of motion of the whole system is derived. The convenient formulation was encoded into a computer program. The contact forces, contact area and stress of the rail surface were also computed. The accuracy and efficiency of the proposed program are verified and compared with exact analytical solution and other previous studies. Various numerical examples and parametric studies have demonstrated the versatility and applicability of the proposed program.

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Dynamic Behavior of a Open-Deck Steel Bridge considering Surface Irregularities of Rail Joints (레일이음매에 의한 주행면 불규칙성을 고려한 판형교의 동적거동)

  • Kim Sung-Il;Kim Hyun-Min;Oh Ji-Taek
    • Proceedings of the KSR Conference
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    • 2004.10a
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    • pp.1028-1033
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    • 2004
  • The open deck steel bridge is the most common type in railway bridges. Steel I-shaped girders are connected with sleepers directly without ballast and moving train loads are transmitted directly to the girder, so this bridge has weak characteristics on impact. Therefore, considerable accelerations can cause unsatisfactory dynamic behavior of the open deck steel bridge. Especially, Impact created at rail joints can increase the dynamic response of the bridge and this phenomenon would be injurious to passenger comfort. In the present study, dynamic behavior of the open deck steel bridge which has a rail joint is estimated through experimental studies and bridge-train interaction analysis considering surface irregularities by rail joints.

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The Loading History Effect on the Track-bridge Interaction (궤도-교량의 상호작용에 대한 하중이력의 영향)

  • Yun, Kyung-Min;Han, Sang-Yun;Hwang, Man-Ho;Kim, Hae-Gon;Lim, Nam-Hyoung
    • Proceedings of the KSR Conference
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    • 2011.10a
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    • pp.3156-3159
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    • 2011
  • In case of the continuous welded rail(CWR) track is supported by the railway bridge, the additional axial force is occurred in the CWR due to the track-bridge interaction. In the various design codes such as Korean code, European code, UIC code, etc, three important loads(temperature variation in the bridge-deck, braking/acceleration and the bending of the bridge-deck resulted from the passing train) are treated as the independent loading case. In other words, the additional axial force can be obtained by summing up the three different values calculated by the three independent analysis. However, this analysing method may have an error because the behavior of the longitudinal resistance between the rail and the bridge-deck is under the highly nonlinear. Therefore, in order to exactly analyse the track-bridge interaction, nonlinear loading history and the change of the longitudinal resistance owing to the loading history must be considered in the analysis process. In this study, the loading history effect on the track-bridge interaction is investigated considering the resonable combination of three loads and the longitudinal resistance change.

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Analysis of the Dynamic Behavior and Continuous Welded Rail of LRT Steel Bridge (경량전철 강교량에 대한 이동하중하 동적거동 및 장대레일 축력의 해석적 평가)

  • Seong Taek-Ryong;Kim Cheol-Hwan
    • Proceedings of the Computational Structural Engineering Institute Conference
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    • 2005.04a
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    • pp.564-571
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    • 2005
  • Two-plate girder bridge and narrow steel box girder bridge are suggested for the steel wheel AGT system. For these bridge system, rail-bridge interaction analysis was carried out and dynamic behavior of these bridges was investigated. The result shows that all the estimated parameters satisfy the criteria concerned. As a result these two suggested bridge systems have enough performance to be competitive for the LRT elevated structures.

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Investigation of serviceability of bridge deck ends on concrete slab track-installed bridges considering track-bridge interaction (궤도-교량 상호작용을 고려한 콘크리트 슬래브궤도 부설 교량의 단부 사용성 검토)

  • Jang, Seung-Yup;Yang, Sin-Chu;Kim, Jong-Tae
    • Proceedings of the KSR Conference
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    • 2007.05a
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    • pp.1875-1881
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    • 2007
  • Deformations of bridge deck ends on abutments or on transition between bridge decks can cause extreme deformations on track. Especially, since slab track is fixed onto the bridge deck slab on concrete slab track-installed bridges, deformations of bridge deck ends directly affect the track behavior, and thus these interactions can bring about the premature failure of rail fastenings or other deteriorations to lower the serviceability. In this study, a foreign standard to evaluate forces on track components caused by the track-bridge interactions and the serviceability of bridge deck ends is investigated, and for the real bridges, the serviceability of bridge deck ends according to several parameters of bridge and track is analyzed. It is found that arrangements and spring coefficients of bridge bearings, as well as distance between bridge bearing and last rail support, support spacings, rail support spring coefficient, are very important parameters.

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Analysis of Track-Bridge Interaction and Retrofit Design for Installation of CWR on Non-ballasted Railway Bridge (무도상 철도교 레일 장대화를 위한 궤도-교량 상호작용 해석 및 개량방안 분석)

  • Yoon, Jae Chan;Lee, Chang Jin;Jang, Seung Yup;Choi, Sang Hyun;Park, Sung Hyun;Jung, Hyuk Sang
    • Journal of The Korean Society For Urban Railway
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    • v.6 no.4
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    • pp.383-392
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    • 2018
  • This study investigated the change of additional axial stress of rail and reaction force at bridge bearings due to the track-bridge interaction when laying CWR on non-ballasted railway bridges including truss bridges with relatively long span. According to the results of the present study, additional axial stresses of rail and reaction forces at bridge bearings showed a large increase when CWR is installed on the non-ballasted railway bridge. The additional axial stress of rail can be acceptable if sufficient lateral resistance can be obtained. However, if the reaction force increases, there is a risk of damage of the bearing or pier, and therefore, it is necessary to take measures to mitigate the reaction force. It is found that additional axial stress of rail decreases when considering the frictional resistance of the bridge movable support, but its effect on the bearing reaction force is very small. On the other hand, when the longitudinal track restraint decreases, both additional axial stress of rail and bearing reaction force are reduced to a large extent. Also, when the ZLR fastening devices are applied to the region where the additional axial stress of rail is highest, bearing reaction force as well as additional axial stress of rail greatly decreased. Therefore, the application of ZLR fastening devices with the reduction of the longitudinal track restraints is very effective for installing CWR on non-ballasted railway bridges.