A Modified Numerical Substructure Method for Dynamic Analysis of Vehicle–Track–Bridge Systems

Abstract

This paper presents a modified numerical substructure method for simulating the dynamic response of vehicle–track–bridge (VTB) systems. The method can be used to analyze large-scale VTB systems accurately and efficiently. Based on the principle of virtual work, the equations of motion are derived for two separate subsystems, i.e. a small-scale of finely modeled VTB substructure and a coarsely meshed large main bridge subsystem using different level of refinement. Different from the conventional dynamic substructuring approaches, the bridge spans close to the vehicle are modeled in both the main and substructure models, and the contradiction of repeatedly modeling is solved using a “nonlinear force corrector”. A special wheel–rail interaction (WRI) element is used to simulate the fast-moving interaction force between the vehicle and rail. In this way, the two models remain unchanged while the vehicle moves forward, and the computational accuracy is the same as the large-scale purely refined model, while the efficiency is significantly improved, particularly, for the large-scale long VTB systems. Two examples of realistic VTB systems with either smooth or un-smooth rails are used to verify the proposed method. The results demonstrate that the presented method has remarkable advantages of computational efficiency and accuracy, providing a practically useful tool for analysis of large-scale VTB systems.

Wheel–rail contact model for railway vehicle–structure interaction applications: development and validation

“…The dynamic effect on structures, such as bridges, caused by moving vehicles is a topic that has been attracting researchers and engineering practitioners for a long time. These effects can be assessed through transient moving load models [1][2][3] or by using more realistic vehicle-structure interaction (VSI) models [4][5][6][7]. While the first method is restricted to the analysis of the structural response, since the vehicle is represented as a set of moving loads corresponding to its static axle loads, the latter can also be used to assess the vehicle's behavior, including its dynamic response and the contact forces that arise from the contact interface.…”

“…While the first method is restricted to the analysis of the structural response, since the vehicle is represented as a set of moving loads corresponding to its static axle loads, the latter can also be used to assess the vehicle's behavior, including its dynamic response and the contact forces that arise from the contact interface. These models can be used in both roadway [8][9][10] and railway [4][5][6][7] applications, with differences in the contact interface, namely, between tire-surface and wheel-rail contact mechanisms. Since the present work focuses only on railway, only the latter will be addressed hereinafter.…”