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Train-Track-Bridge Interaction for non-ballasted Railway Bridges on High-Speed Lines
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0002-8926-2140
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0003-2372-5234
2017 (English)Report (Other academic)
Abstract [en]

This report contains a comprehensive parametric study on the coupled dynamic train–track–bridge interaction (TTBI) system for non-ballasted railway bridges. The existing design limits in Eurocode EN 1990 A2 regarding vertical deck acceleration and vertical deck displacement is compared with the wheel–rail forces and car body acceleration from simulations.

The simulations are based on a 2D TTBI model with linear Hertzian contact that allows for loss of contact. The model has been verified against both other numerical simulations as well as experiments, all with good agreement. The parametric study consists of a large number of theoretical bridges, all optimized to reach the limit of either vertical deck acceleration or vertical deck displacement. The study comprises both single- and double track bridges.

The track irregularities are found to be of paramount importance. Two different levels are therefore studied; “higher track quality” corresponding to a well-maintained track for high-speed railways and “lower track quality” corresponding to the Alert Limit in EN 13848-5. The final conclusions are based on the “lower track quality” in order not to underestimate the risk of running safety and passenger comfort. Simulations with the bridge excluded show that the additional contribution from the bridge is low, especially for the lower track quality.

The existing limit for vertical deck acceleration is set to 5 m/s2 in EN 1990 A2 and is based on a very simple assumption of the gravity acceleration reduced by a factor 2. The results in this report show that this likely is a too conservative measure of the running safety. Based on the wheel–rail forces from the simulations, the resulting wheel unloading factor and duration of contact loss does not reach critical values before the deck acceleration is beyond 30 m/s2.

In EN 1990 A2, a vertical car body acceleration of 1 m/s2 is stipulated as “very good level of comfort” and is indirectly limited by the vertical deck displacement. Good agreement is generally found in the simulations between deck displacement and expected car body acceleration. In the simulations, the limit for car body acceleration is always exceeded before the running safety is compromised.

Place, publisher, year, edition, pages
Stockholm, 2017. , p. 164
Series
TRITA-BKN, ISSN 1103-4289 ; 165
Keywords [en]
non-ballasted railway bridges, slab track, deck acceleration, train–bridge interaction, wheel–rail force, running safety, passenger comfort, car body acceleration
National Category
Infrastructure Engineering
Research subject
Civil and Architectural Engineering
Identifiers
URN: urn:nbn:se:kth:diva-228374OAI: oai:DiVA.org:kth-228374DiVA, id: diva2:1209473
Projects
TRV 2016/56769
Note

QC 20180604

Available from: 2018-05-23 Created: 2018-05-23 Last updated: 2018-06-04Bibliographically approved

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fulltext(6599 kB)218 downloads
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Type fulltextMimetype application/pdf

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Andersson, AndreasArvidsson, Therese

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CiteExportLink to record
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