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Train–track–bridge modelling and review of parameters
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges. Roughan & O’Donovan Innovative Solutions, Dublin, Ireland.
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0003-2372-5234
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0002-5447-2068
2016 (English)In: Structure and Infrastructure Engineering, ISSN 1573-2479, E-ISSN 1744-8980, Vol. 12, no 9, p. 1051-1064Article in journal (Refereed) Published
Abstract [en]

This study gathers all necessary information to construct a model to calculate the coupled dynamic response of train–track–bridge systems. Each component of the model is presented in detail together with a review of possible sources for the parameter values, including a collection of vehicle models, a variety of track configurations and general railway bridge properties. Descriptions of the most important track irregularity representations are also included. The presented model is implemented in MATLAB and validated against a commercially available finite element package for a range of speeds, paying particular attention to a resonant speed. Finally, the potential of the described model is illustrated with two numerical studies that address interesting aspects of train and bridge dynamic responses. In particular, the effect of the presence of a vehicle on the bridge’s fundamental frequency is studied, as well as the influence of the wavelength of the rail irregularities on the dynamic effects of the bridge and the vehicle.

Place, publisher, year, edition, pages
Taylor & Francis Group, 2016. Vol. 12, no 9, p. 1051-1064
Keywords [en]
bridge, dynamics, frequency, irregularities, Railways, wavelength, Bridges, Dynamic response, Railroads, Vehicles, Coupled dynamic response, Finite element packages, Fundamental frequencies, Rail irregularities, Track irregularity, Finite element method
National Category
Civil Engineering
Research subject
Civil and Architectural Engineering
Identifiers
URN: urn:nbn:se:kth:diva-176168DOI: 10.1080/15732479.2015.1076854ISI: 000379180200004Scopus ID: 2-s2.0-84941236162OAI: oai:DiVA.org:kth-176168DiVA, id: diva2:867752
Note

QC 20151106

Available from: 2015-11-06 Created: 2015-11-02 Last updated: 2018-04-04Bibliographically approved
In thesis
1. Train–Track–Bridge Interaction for the Analysis of Railway Bridges and Train Running Safety
Open this publication in new window or tab >>Train–Track–Bridge Interaction for the Analysis of Railway Bridges and Train Running Safety
2018 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

In this thesis, train–track–bridge interaction (TTBI) models are used to study the dynamic response of railway bridges. A TTBI model considers the dynamics of the train in addition to that of the track–bridge system. The TTBI model enables the assessment of train running safety and passenger comfort. In the bridge design stage, a moving force model is instead typically used for the train load. The main aim of this thesis is to use results from TTBI models to assess the validity of some of the Eurocode design criteria for dynamic analysis of bridges.

A 2D rigid contact TTBI model was implemented in ABAQUS (Paper II) and in MATLAB (Paper III). In Paper V, the model was further developed to account for wheel–rail contact loss. The models were applied to study various aspects of the TTBI system, including track irregularities. The 2D analysis is motivated by the assumption that the vertical bridge vibration, which is of main interest, is primarily dependent on the vertical vehicle response and vertical wheel–rail force.

The reduction in bridge response from train–bridge interaction was studied in Papers I–II with additional results in Part A of the thesis. Eurocode EN 1991-2 accounts for this reduction by an additional damping Δζ. The results show that Δζ is non-conservative for many train–bridge systems since the effect of train–bridge interaction varies with various train–bridge relations. Hence, the use of Δζ is not appropriate in the bridge design stage.

Eurocode EN 1990-A2 specifies a deck acceleration criterion for the running safety at bridges. The limit for non-ballasted bridges (5 m/s2) is related to the assumed loss of contact between the wheel and the rail at the gravitational acceleration 1 g. This assumption is studied in Paper V based on running safety indices from the wheel–rail force for bridges at the design limit for acceleration and deflection. The conclusion is that the EN 1990-A2 deck acceleration limit for non-ballasted bridges is overly conservative and that there is a potential in improving the design criterion.

Place, publisher, year, edition, pages
Stockholm: KTH Royal Institute of Technology, 2018. p. 59
Series
TRITA-ABE-DLT ; 186
Keywords
dynamics, railway bridge, bridge deck acceleration, train–bridge interaction, vehicle model, wheel–rail force, running safety
National Category
Infrastructure Engineering
Research subject
Civil and Architectural Engineering
Identifiers
urn:nbn:se:kth:diva-225117 (URN)978-91-7729-714-7 (ISBN)
Public defence
2018-05-04, Kollegiesalen, Brinellvägen 8, Stockholm, 13:00 (English)
Opponent
Supervisors
Note

QC 20180403

Available from: 2018-04-03 Created: 2018-03-29 Last updated: 2018-04-03Bibliographically approved

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Arvidsson, ThereseKaroumi, Raid

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