A Computational Method for Acceleration Analysis of a Railway Track with a Stiffness Discontinuity

Bryja, Danuta; Gisterek, I.; Popiołek, A.

doi:10.4203/ccp.108.132

Cited by 3 publications

(5 citation statements)

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“…The equations of motion of the described train-track subsystem derived in Bryja et al [17,22] on the basis of equations in Bryja et al [23], can be written in the following general form:…”

Section: The Main Subsystem (B): Train and Trackmentioning

confidence: 99%

An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction

Bryja

Hyliński

2020

Studia Geotechnica Et Mechanica

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AbstractIn this article, the computational methodology of the catenary–train–track system vibration analysis is presented and used to estimate the influence of vehicle body vibrations on the pantograph–catenary dynamic interaction. This issue is rarely referred in the literature, although any perturbations appearing at the pantograph–catenary interface are of great importance for high-speed railways. Vehicle body vibrations considered in this article are induced by the passage of train through the track stiffness discontinuity, being a frequent cause of significant dynamic effects. First, the most important assumptions of the computational model are presented, including the general idea of decomposing catenary–train–track dynamic system into two main subsystems and the concept of one-way coupling between them. Then, the pantograph base vibrations calculated for two train speeds (60 m/s, 100 m/s) and two cases of track discontinuity (a sudden increase and a sudden decrease in the stiffness of track substrate) are analyzed. Two cases of the railway vehicle suspension are considered – a typical two-stage suspension and a primary suspension alone. To evaluate catenary–pantograph dynamic interaction, the dynamic uplift of the contact wire at steady arm and the pantograph contact force is computed. It is demonstrated that an efficiency of the two-stage suspension grows with the train speed; hence, such vehicle suspension effectively suppresses strong sudden shocks of vehicle body, appearing while the train passes through the track stiffness discontinuity at a high speed. In a hypothetical case when the one-stage vehicle suspension is used, the pantograph base vibrations may increase the number of contact loss events at the catenary–pantograph interface.

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“…The equations of motion of the described train-track subsystem derived in Bryja et al [17,22] on the basis of equations in Bryja et al [23], can be written in the following general form:…”

Section: The Main Subsystem (B): Train and Trackmentioning

confidence: 99%

An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction

Bryja

Hyliński

2020

Studia Geotechnica Et Mechanica

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“…Equations of motion of the coupled tor -train system were derived using the method described in detail in [3] and [4]. They are second-order differential equations with time-varying coefficients.…”

Section: The Dynamic Model Of the Track -Train Subsystem With The Indmentioning

confidence: 99%

“…Threshold irregularity is understood as a sudden, step change in the stiffness of the track floor, arising as a result of the discontinuity of the railway track structure or subgrade -for example, in the place of changing the bedding surface for bedding, on trips or entries to engineering structures (bridges, tunnels, culverts). Traveling the train through the threshold inequality significantly increases the dynamic impact, has an adverse effect on both the vehicle and the rail surface [3,4,14]. An initial statement as to whether this negative impact is also transferred to the traction network has been accepted as the practical purpose of this work.…”

Section: Introductionmentioning

confidence: 99%

“…An initial statement as to whether this negative impact is also transferred to the traction network has been accepted as the practical purpose of this work. The first results of numerical research carried out using two proprietary computational programs, developed based on algorithms described by the authors in the works, will be shown [3,4,5,6].…”

Section: Introductionmentioning

confidence: 99%

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Vibrations of the overhead catenary caused by the passage of a high-speed train through the track stiffness discontinuity

Bryja

Popiołek

2018

TO - PK

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The paper presents the methodology for simulating vibrations of the railway catenary, caused by the passage of the train through the track stiffness discontinuity. The concept of the simulation algorithm takes into account the dynamic interaction between pantographs and the overhead contact wire as well as nonlinearity resulting from the specificity of the droppers behaviour, which do not carry compression - they only carry tensile forces. The coupling of track and rail vehicles vibrations is also included. According to physics, the effect of vibrations of the catenary carried by pantographs on the railway vehicle was not taken into account, which allowed to divide the simulation algorithm into two stages and develop two computer programs with a defined hierarchy of operation. In the first stage of the simulation, the time-histories of vibrations and vibration velocities of those train cars, on which the pantographs are mounted, are calculated. In the second stage, the previously calculated time-histories are set as the input data and the vibration characteristics of the catenary and contact force between pantograph and the contact wire are calculated. The paper presents examples of vibration simulations of a rail vehicle observed in real time at the theoretical point of the pantograph base. The results of the second stage of the simulation were also shown: selected vibration time-histories of the pantograph and the five-span section of the catenary, and oscillations of the contact force between pantograph and the contact wire. The impact of the track stiffness discontinuity on catenary vibration was assessed.

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“…Model of surface and vehicle used in the program iSi, according to [6] The program was limited to vertical forces and displacements. Other models [2,3] based on similar assumptions allow to obtain the value of displacement, velocity and acceleration at a given point along the route, both for a track and a vehicle. The load is presented as a model of a train with multiple degrees of freedom, which approximates to the actual state, but the used procedure requires a relatively considerable amount of computational work.…”

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confidence: 99%

Ballast trough on ground as an alternative to slab track

Gisterek¹

2016

TO - PK

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Due to an increase in expectation concerning human environment and increase in comfort of habitat and workplace, a rising role of means and measures protecting from excessive noise and vibrations can be noted. To meet the requirements of sustainable development, countermeasures should result in long-lasting social and economic benefits. The paper deals with the subject of noise and vibration protection of people and structures along a railway line. A system consisting of concrete trough on ground, containing ballasted track was proposed and erected. This structure was compared with classic and slab track. Keywords: Ballast trough; Ballasted track; Slab track.

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A Computational Method for Acceleration Analysis of a Railway Track with a Stiffness Discontinuity

Cited by 3 publications

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An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction

An influence of track stiffness discontinuity on pantograph base vibrations and catenary–pantograph dynamic interaction

Vibrations of the overhead catenary caused by the passage of a high-speed train through the track stiffness discontinuity

Ballast trough on ground as an alternative to slab track

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