Longitudinal track–bridge interaction due to sudden change of coupling interface

A simple finite element to consider the non-linear influence of the ballast on vibrations of railway bridges

“…It can also be observed that the obtained values are of the same magnitude as the ones given in [9,10] (g o = 2 · 10 −3 m, F o = 2·10 4 N/m for an unloaded ballasted track in summer). However, it is not certain that a comparison is relevant since the values in [9,10] are used for static analyses of horizontal temperature effects.…”

“…However, it is not certain that a comparison is relevant since the values in [9,10] are used for static analyses of horizontal temperature effects. Finally, the idea of the proposed approach is to consider the ballast superstructure as a beam.…”

“…This force is taken as a non-linear function of the slip g. Following Müller et al [8] and Ruge and Birk [9], Ruge et al [10], a bilinear law is adopted. It is shown in Fig.…”

“…Müller et al [8] and Ruge and Birk [9], Ruge et al [10] developed a truss model to study the longitudinal stresses due to temperature changes and train braking. Following the European codes, they introduced a non-linear stiffness between the bridge and the rail to represent the coupling effect of the ballast.…”

“…The purpose of the present article is to propose a new and simple approach to model the effect of the ballast in vertical dynamic analyses of railway bridges. The idea is to use the methodology in [8][9][10] to develop a simple 2D beam finite element. In this element, the effect of the ballast is taken into account by introducing a linear or non-linear longitudinal stiffness associated to the slip at the interface between the bridge and the ballast.…”