A new model for temporal–spatial stochastic analysis of vehicle–track coupled systems

Xu, Lei; Zhai, Wanming

doi:10.1080/00423114.2016.1270456

Cited by 58 publications

(21 citation statements)

References 17 publications

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“…The infinite-length "Eular beam" supported by the elastic point is adopted, and the three-dimension stiffness and damping coefficient spring are used to simulate the constraint of the WJ-8C fastener on the rail structure. The track slab and baseplate are regarded as double-layer elastic composite beam [14] as the reference mass, as shown in Figure 1.…”

Section: Spatial Simulation Model Of Traintrack-bridge System 21 Vibmentioning

confidence: 99%

Vertical Dynamic Analysis of Ballastless Tracks on Train-Track- Bridge System

2020

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In order to investigate the vertical dynamic response characteristics of train-track-bridge system on CWR (Continunously Welded Rail) under dynamic load of train on HSR (High-Speed Railway) bridge. Based on the principle of vehicle train-track-bridge coupling dynamics, taking the 32m simply supported bridge of a section of Zhengzhou-Xuzhou Passenger Dedicated Line as an example, the finite element software ANSYS and the dynamic analysis software SIMPACK are used for co-simulation, and bridge model of the steel spring floating slab track and the CRTSIII ballastless track (China Railway Track System) considering the shock absorbing steel spring, the limit barricade and the contact characteristics of track structure layers are established. On this basis, in order to study the dynamic response laws of the design of ballastless track structure parameters to the system when the train crosses the bridge and provide the basis for the design and construction, by studying the influence of the speed of train on the bridge, the damage of fasteners and the parameters of track structure on the train-track-bridge system, the displacement of rail, vertical vibration acceleration and wheel-rail force response performance are analyzed. Studies have shown that: At the train speed of 40 km/h, the displacement and acceleration of the rail and track slab in the CRTSIII ballastless track are smaller than the floating slab track structure, but the floating slab track structure has better vibration reduction performance for bridges. The acceleration of rail, track slab and bridge increases obviously with the increase of train speed, the rail structure has the largest increasement. Reducing the stiffness of fasteners could decrease the vertical acceleration response of the steel spring floating slab track system, the ability to absorb shock can be enhanceed by reducing the stiffness of the fastener appropriately. Increasing the density of the floating slab can increase the vertical acceleration of the floating slab and the bridge, thereby decreasing the vibration amplitude of the system.

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Section: Spatial Simulation Model Of Traintrack-bridge System 21 Vibmentioning

confidence: 99%

Vertical Dynamic Analysis of Ballastless Tracks on Train-Track- Bridge System

2020

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“…Model. To investigate the efficiency and feasibility of this presented model, a comparative analysis is conducted against the nonlinear model developed by Xu and Zhai [11]. In the nonlinear model, the three-dimensional wheel-rail nonlinear contacts are considered comprehensively.…”

Section: Comparison Between the Linear Model And The Nonlinearmentioning

confidence: 99%

“…(1) To reveal the full amplitude and probability characteristics of the creep coefficients, the track irregularity probabilistic model [42] and the nonlinear vehicle-track coupled model [11] are applied to characterize the probability density function (PDF) of C Y .…”

Section: Random Vibrations Concerning Randomness Of Creepmentioning

confidence: 99%

“…In the last decades, the models aiming at describing the vehicle-track interactions have experienced a rapid development from the earliest two-dimensionally vertical models [1][2][3][4][5][6][7][8] to more advanced three-dimensionally spatial ones. Concerning the system nonlinearity, Sun et al [9] presented a 3D wagon-track system dynamics model, where a wagon system with 37 degrees of freedom (DOFs), a four-layer track, and the wheel-rail interfacial contacts were comprehensively considered; Zhai et al [10] presented a theoretical framework and methodologies for characterizing the 3D nonlinear vehicle-track interactions; recently, Xu and Zhai [11,12] made pioneering and the most advanced work in developing temporal-spatial stochastic models for train-track (bridge) interactions, in which the finite element method (FEM) and random theory were introduced to construct the track systems and to achieve the random vibration analysis, respectively.…”

Section: Introductionmentioning

confidence: 99%

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Formulation of a Linearized Model for Vehicle‐Track Interactions

Huo

Dai

2019

Shock and Vibration

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In this paper, a fundamental wheel-rail interaction (WRI) element accompanied by its coupling matrices with other vehicle-track components have been derived taking into consideration the aspect of linearization. The key to the presented formulation is the use of the geometrical relationships of relative motions between degrees of freedom (DOFs) and energy principle. To the WRI element, both of the conditions of wheel-rail contacts and wheel-rail separations are allowed in the numerical computations; besides, the effects of the linear creepage and the gravitational restoring are considered in the description of wheel-rail interactions. By comparing with an advanced three-dimensional nonlinear model, the capability of the linear model in characterizing the response amplitude and frequency characteristic of vehicle-track systems is demonstrated. Moreover, the method for the random vibration analysis of the linear model is presented by treating the creep coefficients as the random sources, through which the safety margin of system response can be predicted well. From the numerical examples, it is, additionally, concluded that the lateral creep coefficient holds significant influence on wheel-rail lateral interactions and track vibrations, especially for the responses at low frequency ranges.

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“…ree autonomous models compose the numerical model in order to simulate the generation, propagation, and reception of vibrations. Studies in recent years have been a trend to regard the vehicle and track model as an integral system on dynamics of wheel-rail interactions [7][8][9][10][11][12].…”

Section: Introductionmentioning

confidence: 99%

The Influence of the Track Parameters on Vibration Characteristics of Subway Tunnel

Shi

Miao

Luo

et al. 2018

Shock and Vibration

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In soft soil areas, such as the Nanjing, it is very important to quantitatively analyze the dynamic behaviors of soft soils during the metro train operation. A nonlinear coupling model of wheel-track and a finite element calculation model of tunnel and soil were established based on the mechanical character of elastic supporting block ballastless track and the actual parameters of Nanjing soft soil. The time-variant vertical acceleration of the rail, the sleepers, and the surface of the tunnel can be calculated by the models, and the frequency dependence acceleration was verified by the fast Fourier transform algorithm. A modified vibration power level for human sensitivity was used to quantify the vibration energy of each part of the system, and the impact of the parameters in the model was evaluated. The results can be applied to the metro design and construction, which also can be the guidance during the tunnel construction.

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A new model for temporal–spatial stochastic analysis of vehicle–track coupled systems

Cited by 58 publications

References 17 publications

Vertical Dynamic Analysis of Ballastless Tracks on Train-Track- Bridge System

Vertical Dynamic Analysis of Ballastless Tracks on Train-Track- Bridge System

Formulation of a Linearized Model for Vehicle‐Track Interactions

The Influence of the Track Parameters on Vibration Characteristics of Subway Tunnel

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