Differences between Euler-Bernoulli and Timoshenko beam formulations for calculating the effects of moving loads on a periodically supported beam

Zhang, Xianying; Thompson, D.J.; Sheng, Xiaozhen

doi:10.1016/j.jsv.2020.115432

Cited by 44 publications

(18 citation statements)

References 39 publications

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“…The Timoshenko beam formulation include shear deformation and rotational inertia of the rail, which is considered more reliable. 21,22 To improve the calculation efficiency, The effective analysis frequency was set to 2.5 kHz for this simulation, which is sufficient to fully reflect the natural frequencies of the rails in turnouts excited by wheel-rail impacts. 23 The centroid of the rail sections is taken as the node of the beam elements, which in turn is used to connect with the joint, constraint, and force elements in the SIMPACK software.…”

Section: Turnout Modelmentioning

confidence: 99%

Effects of flange wear on dynamic vehicle-turnout interaction

Hao

Chen

Sun

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part F:

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Long-term investigations have revealed incidences of severe flange wheel wear in the field. Slight changes in the profile shape will lead to changes in the geometric relationship between wheel and rail, hence affecting the dynamic wheel-rail interaction. The turnout is an essential piece of track equipment for carrying out train transfer or cross line operation. In turnouts, the rail profile changes throughout the structure, and the wheel load transfers from one rail component to the next, resulting in a complex wheel/rail relationship. This paper investigates the effect of flange wear on the wheel-rail interaction as the vehicle switches into the turnout track in a diverging movement. A coupling model for a high-speed flexible turnout and a multi-rigid vehicle is established, and the dynamic contact trajectories between wheel and rail, the vibration energy of the rail, the lateral wheel-rail force, rail wear, and car body driving stability are analyzed. The results show that the wheel transition position is shifted backward due to the flange wear, and a less sharp impact occurs with a worn flange profile during wheel load transition in the switch panel, which improves lateral wheel-turnout interaction and the rail wear. Worn flange profiles give a large flangeway clearance, which is not conducive to the smooth operation of vehicles in the diverging route of turnouts.

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Section: Turnout Modelmentioning

confidence: 99%

Effects of flange wear on dynamic vehicle-turnout interaction

Hao

Chen

Sun

et al. 2022

Proceedings of the Institution of Mechanical Engineers, Part F:

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“…For the low to medium frequency content considered in this work, it is sufficient to model the rail with the Euler-Bernoulli beam. 5,44 In the beam, each node at the sleeper is connected to the ground using a single spring-damper assembly, representing the net stiffness and damping of the track bed below the rail (rail-pads, ballast, sub-ballast and subgrade). Although pads and granular materials present a nonlinear material behaviour, 6,42,45 this effect is not considered in this work for simplicity.…”

Section: Modelling Approachmentioning

confidence: 99%

An efficient physical-based method for predicting the long-term evolution of vertical railway track geometries

Kumar

Kossmann

Scheriau

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part F:

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The dynamic wheel-rail contact forces resulting from the interaction between vehicle and track are responsible for the local track settlement. If these local settlements vary along the track, geometric irregularities develop further amplifying the dynamic loading of the track caused by the interaction between the vehicle and track. In this work, an efficient vehicle-track interaction (VTI) model is presented for predicting the long-term evolution of vertical track settlement during operation. The VTI model has two interacting components – vehicle and track. The vehicle model describes the vertical dynamics of an 8th of a car. The track model considers an elastic rail on discrete (sleeper) supports. Each sleeper location can have its own stiffness, relative height and settlement characteristics. Dependent on the distribution of stiffness and settlement behaviour along the track together with the initial track geometry, each sleeper settles dependent on the number of load cycles (vehicle passes). The track model is initialized with measured vertical track geometry data and static track deflection data at the beginning (day 0) for two types of track sections in the field, a track section where concrete sleepers with Under Sleeper Pads (USP) are used and a track section where only concrete sleepers are used. Using the same settlement model parameters (constant along the track) for the two tracks, the physical-based VTI model can predict the different track geometry quality evolution for both tracks over 350 days. Finally, the VTI model is used to assess the track geometry deterioration when the track/vehicle properties are changed. The prediction strength of the fast VTI model based on the physical understanding can assist in designing and optimizing tracks and in supporting of maintenance activities.

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“…Salcher et al developed a stochastic process with Monte Carlo simulations to solve the response of the railway bridge in terms of deflection and acceleration [16]. Other researchers proposed hybrid models by combining the simulation of wheel-rail contact force with periodic loss of contact due to track irregularities [17][18][19].…”

Section: Introductionmentioning

confidence: 99%

Experimental Measurement and Simulation of Railway Track Irregularities

2022

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The study of railway dynamics is still a productive area of research given the rapid technological evolution of this transport system regarding load and speed. Morocco is no exception to this rule, especially after the commissioning of the first high-speed line in Africa. This study describes herein an experiment to measure vertical and transverse accelerations in a locomotive on a railroad line connecting the two cities of Mchraa Ben Abbou and Marrakech. The observed accelerations constitute the vehicle's dynamic responses while running at a constant speed on a track with irregularities (also known as track geometry), which is considered the main driving force of train dynamics and the track system. They are used to evaluate passenger comfort and safety. It can also be observed that body accelerations increase with the introduction of track irregularities as compared to a smoother track. In this study, an analysis of these experimental measurements is performed based on boxplot simulations comparing the distributions of the transverse and vertical components of vehicle acceleration. It was found that the medians and first and third quartiles of both distributions are very close. Doi: 10.28991/CEJ-2022-08-10-014 Full Text: PDF

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Differences between Euler-Bernoulli and Timoshenko beam formulations for calculating the effects of moving loads on a periodically supported beam

Cited by 44 publications

References 39 publications

Effects of flange wear on dynamic vehicle-turnout interaction

Effects of flange wear on dynamic vehicle-turnout interaction

An efficient physical-based method for predicting the long-term evolution of vertical railway track geometries

Experimental Measurement and Simulation of Railway Track Irregularities

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