Analysis of resonance mechanism and conditions of train–bridge system

Xia, He; Zhang, N.; Guo, Weiwei

doi:10.1016/j.jsv.2006.04.022

Cited by 187 publications

(69 citation statements)

References 15 publications

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“…It can be deduced from Figure 2 that the most important characteristic length related to the appearance of resonance must be the length of the vehicle, which has been validated by Museros P. [9]. For moving trains traveling on the beam, the resonant condition of the beam can be derived as follows [13,14]:…”

Section: Effect Of Moving Trains Velocitiesmentioning

confidence: 98%

“…Yang et al obtained the condition of resonance and cancellation for a simple beam due to continuously moving loads and proposed the optimal design criteria that are effective for suppressing the resonant response [15]. Xia et al investigated the resonance mechanism and conditions of a train-bridge system using theoretical derivations, numerical simulations, and experimental data analyses [14]. Li and Su researched the resonant vibration for a simply supported girder bridge under high-speed trains, using an idealized vehicle model with a rigid body and four wheelsets [8].…”

Section: Introductionmentioning

confidence: 99%

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Resonance characteristics of two-span continuous beam under moving high speed trains

Wang

Qing-chao

Jin

et al. 2010

Lat. Am. j. solids struct.

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The resonance characteristics of a two-span continuous beam traversed by moving high speed trains at a constant velocity is investigated, in which the continuous beam has uniform span length. Each span of the continuous beam is modeled as a Bernoulli-Euler beam and the moving trains are represented as a series of two degrees-of-freedom mass-springdamper systems at the axle locations. A method of modal analysis is proposed in this paper to investigate the vibration of two-span continuous beam. The effects of different influencing parameters, such as the velocities of moving trains, the damping ratios and the span lengths of the beam, on the dynamic response of the continuous beam are examined. The two-span continuous beam has two critical velocities causing two resonance responses, which is different from simple supported beam. The resonance condition of the two-span continuous beam is put forward which depends on the first and second natural frequency of the beam and the moving velocity.

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Section: Effect Of Moving Trains Velocitiesmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

Resonance characteristics of two-span continuous beam under moving high speed trains

Wang

Qing-chao

Jin

et al. 2010

Lat. Am. j. solids struct.

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“…Yau investigated the dynamic response of a maglev vehicle [13] and a high-speed train [14] traveling over a multispan bridge undergoing ground support settlement. Utilizing a numerical dynamic model of the train-track-bridge system [15,16] and assuming that the rail deformation caused by pier differential settlement was entirely translated into track surface irregularities, Wang et al [17] related pier differential settlement with running safety and passenger comfort. By means of a similar method, Cao et al [18] considered the rail deformation induced by engineering behaviors near the bridge piers using a threedimensional FEM and studied the effect of pier differential settlement on the dynamic response of the train-track-bridge system with the same assumption.…”

Section: Introductionmentioning

confidence: 99%

Effect of Bridge‐Pier Differential Settlement on the Dynamic Response of a High‐Speed Railway Train‐Track‐Bridge System

Zhang

Shan

Xia

2017

Mathematical Problems in Engineering

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A model based on the theory of train-track-bridge coupling dynamics is built in the article to investigate how high-speed railway bridge pier differential settlement can affect various railway performance-related criteria. The performance of the model compares favorably with that of a 3D finite element model and train-track-bridge numerical model. The analysis of the study demonstrates that all the dynamic response for a span of 24 m is slightly larger than that for a span of 32 m. The wheel unloading rate increases with pier differential settlement for all of the calculation conditions considered, and its maximum value of 0.695 is well below the allowable limit. Meanwhile, the vertical acceleration increases with pier differential settlement and train speed, respectively, and the values for a pier differential settlement of 10 mm and speed of 350 km/h exceed the maximum allowable limit stipulated in the Chinese standards. On this basis, a speed limit for the exceeding pier differential settlement is determined for comfort consideration. Fasteners that had an initial tensile force due to pier differential settlement experience both compressive and tensile forces as the train passes through and are likely to have a lower service life than those which solely experience compressive forces.

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“…Xia et al [7] adopted a three-dimensional finite element model for dynamic analysis of a long suspension bridge. Xia et al [8] investigated the resonance mechanism and conditions of train-bridge system through theoretical derivations, numerical simulations and experimental data analysis. Zhang et al [9] studied the dynamic interaction between high-speed train and simply supported girders by theoretical analysis and field experiment.…”

Section: Introductionmentioning

confidence: 99%

Reducing slab track vibration into bridge using elastic materials in high speed railway

Xin

Gao

2011

Journal of Sound and Vibration

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a b s t r a c tIn this paper, the problem of vibration transmission from slab track structures into bridge is studied by theoretical analysis. A vehicle-track-bridge coupling system dynamics model is established based on a multibody dynamics theory and a finite element method. The system model consists of vehicle model, track-bridge model and wheel/rail interaction model. The vehicle model is established based on the multibody dynamics theory, and the tack-bridge model is established by the finite element method. The vehicle model and track-bridge model are coupled through wheel/rail interaction model, and the track irregularities are included. The system dynamic responses are calculated, and the effectiveness of elastic materials in vibration reducing is discussed. The results demonstrate that elastic materials like slab mat layer inserted between slab track and bridge can reduce vibration transmitted from track into the bridge. Some suggestions for the design and application of slab mat are provided in the end of the paper.

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Analysis of resonance mechanism and conditions of train–bridge system

Cited by 187 publications

References 15 publications

Resonance characteristics of two-span continuous beam under moving high speed trains

Resonance characteristics of two-span continuous beam under moving high speed trains

Effect of Bridge‐Pier Differential Settlement on the Dynamic Response of a High‐Speed Railway Train‐Track‐Bridge System

Reducing slab track vibration into bridge using elastic materials in high speed railway

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