Dynamic response analysis of the wind–train–bridge coupling based on the stiffness change of the long-span track bridge

Liu, Xiaogang; Ding, Peng; Chen, Xiaohu; Liu, Anshuang; Qi, Yong

doi:10.1177/1461348419838713

Cited by 6 publications

(4 citation statements)

References 3 publications

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“…At present, there exists no established vertical stiffness limits for 400 km/h HSR bridges. References (Jeon et al, 2016; Li et al, 2020; Wang et al, 2016, 2020; Xiang et al, 2022; Zhai and Wang, 2012) employed the analysis method of TB coupling vibration to investigate the correlation between the train response and the bridge stiffness. However, this approach remains deterministic in nature.…”

Section: Analysis Methods Of Stiffness Limit Considering Excitation R...mentioning

confidence: 99%

“…Further research is needed to establish the vertical stiffness limits for bridges operating at higher train speeds. Researchers commonly employ the train-bridge (TB) coupling vibration analysis method to investigate the relationship between bridge vertical stiffness and the driving performance of high-speed wheel-rail trains (Li et al, 2020; Zhai and Wang, 2012), light rail trains (Wang et al, 2016), medium-low-speed maglev trains (Li et al, 2020; Wang et al, 2020), and some simplified train models (Jeon et al, 2016). Track irregularities constitute one of the primary excitation sources for the TB system, and their inherent randomness leads to stochastic dynamic responses for both the train and the bridge.…”

Section: Introductionmentioning

confidence: 99%

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Vertical stiffness limit of 400 km/h high-speed railway simple-supported bridge considering excitation randomness

Chen,

Xiang,

Zhu

et al. 2024

Advances in Structural Engineering

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Vertical stiffness of the bridge is of paramount importance in guaranteeing optimal driving performance for high-speed railway (HSR) trains. Initially, the Auto Regression and Moving Average model with eXogenous input (ARMAX) model is employed as the surrogate model for the train-bridge (TB) coupling system. Then, the framework for analyzing vertical bridge stiffness is proposed employing the surrogate model, and the relationship between the train response affected by excitation randomness and the vertical stiffness indicators of the bridge is established. Finally, the influence of various factors such as train speed, train type, car body mass, and bridge span on stiffness limit of 400 km/h HSR simple-supported bridge (SSB) is examined. The results indicate that the surrogate model offers a notable advantage in computational efficiency, while maintaining a satisfactory accuracy in predicting the train response. With higher train speeds, lighter car body masses, and longer spans, the demand for stricter bridge stiffness limits becomes more pronounced. Based on the driving performance of the train types analyzed, the recommended stiffness limit is proposed for the prestressed concrete simply supported beam (SSB) bridges used in HSR, with a span length of less than 40 m and operating at a speed of 400 km/h.

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Section: Analysis Methods Of Stiffness Limit Considering Excitation R...mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Vertical stiffness limit of 400 km/h high-speed railway simple-supported bridge considering excitation randomness

Chen,

Xiang,

Zhu

et al. 2024

Advances in Structural Engineering

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“…We select the speeds of 40 km/h, 0.7 t, 1.5 t, and 2.5 t for curved bridge conditions and calculate the vertical crossdynamic deflection and vertical bearing reaction force for different loads on the curved box girder bridge [8].…”

Section: The Influence Of Vehicle Load Of Bridge Vibrationmentioning

confidence: 99%

Modeling and Vibration Analysis of Tire-curved Bridge Coupling System

2023

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In recent years, with the rapid development of transportation in our country, the study of curved bridges has become more advanced. The static analysis of curved bridges has been almost perfected, but research on the dynamic effects is still immature. In this paper, a five-span continuous curved box girder bridge is used as the subject. The ABAQUS finite element software is utilized to construct the bridge model, while the three-dimensional representation of the tire is created using Solid-Works software. The effects of vehicle speeds, loads, and eccentricity on the dynamic response of a curved bridge deck are studied using a tire model. The research shows that the maximum dynamic deflection in a bridge span increases gradually with the increase of vehicle speeds, but it does not increase in a linear manner. Additionally, the dynamic deflection of the bridge in the mid-span is greater with larger vehicle loads. Furthermore, the dynamic deflection, cross-section moment, and strain response of each span increase as the vehicle eccentricity increases.

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“…For mid-to long-span bridges, the effect that wind has on their stability is the most important consideration. There are several ways in which wind on bridges can be assessed: experimentally [3], numerically using the equations of motion [4], physically, using wind tunnel tests and, in recent years, through the use of Computational Fluid Dynamics [5].…”

Section: Introductionmentioning

confidence: 99%

Wind Forces on Medium-Span Bridges: A Comparison of Eurocode 1 Part 4 and Computational Fluid Dynamics

Moore

Keenahan

2022

CivilEng

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Bridges often have complicated geometries in complex terrain where they can be exposed to high wind loading. Current practice in designing for wind can be conservative. The drive for more lean construction motivates the study of computational modelling as an alternative to traditional methods of determining these wind loads. This paper compares wind forces determined using Eurocode 1 Part 4 with those determined by CFD modelling for a given bridge geometry, taking variations in altitude, location, wind speed and wind direction into account. Results indicate that the exposure factors used in Eurocode 1 Part 4 inflate the net wind force values. It was also found that the directional factor is conservative for wind forces on bridge decks but ineffective for wind forces on bridge piers in the x-direction. Furthermore, the Reynolds-Averaged Navier–Stokes equations (CFD) appear to produce smaller values of net wind force than Bernoulli’s equation (Eurocode). Bernoulli’s equation can only be applied to an ideal fluid, and Reynolds-Averaged Navier–Stokes equations can be applied to any viscous fluid—a further concern with the current practice.

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Dynamic response analysis of the wind–train–bridge coupling based on the stiffness change of the long-span track bridge

Cited by 6 publications

References 3 publications

Vertical stiffness limit of 400 km/h high-speed railway simple-supported bridge considering excitation randomness

Vertical stiffness limit of 400 km/h high-speed railway simple-supported bridge considering excitation randomness

Modeling and Vibration Analysis of Tire-curved Bridge Coupling System

Wind Forces on Medium-Span Bridges: A Comparison of Eurocode 1 Part 4 and Computational Fluid Dynamics

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