Regulation of the Dynamic Live Load Factor for Calculation of Bridge Structures on High-Speed Railway Mainlines

Dyachenko, Leonid; Benin, Andrey

doi:10.1515/cee-2017-0002

Cited by 5 publications

(7 citation statements)

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“…• pursuance of criteria of deck stability (limiting maximum vertical acceleration of the span structure), • ensuring the comfort of passengers while driving a train across a bridge [13,14], • pursuance of criteria of an effort amount at the contact "wheel -rail" [10], • determination of the dynamic coefficients to the temporary load while calculating the elements of the bridge structure [19,20]. Since the basic type of span structures in the construction of HSR is simple beam spans, for its calculation a load model in a form of a group of constant forces appropriating to the scheme of a highspeed train (the "mobile forces on a structure" model) is used.…”

Section: Problem Statementmentioning

confidence: 99%

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Rating of Dynamic Coefficient for Simple Beam Bridge Design on High-Speed Railways

Diachenko

Benin

Смирнов

et al. 2018

Civil and Environmental Engineering

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An approach to assignment of dynamic coefficients determining the totality of the phenomena of interaction of the "bridge-train" system, presented in most modern standards for design of bridge structures, is controversial from the point of view of the methodology and physical nature and does not have a due theoretical basis. The long-term practice of registration of dynamic effects in bridge design, built on an empirical approach, has a very limited field of application and cannot be used in the bridge structures design for train speeds more than 200 km / h [1]. Attempts to introduce new recommendations for determination of the dynamic coefficient while registering of high-speed load for the bridges calculation were made in [2].Dynamic processes accompanying the movement of the train across a bridge materially determine the construction, building material, cross-sectional dimensions, rigidity of individual elements and a structure in total [3,4,5,21]. Since absence of Russian experimental and experienced data, designing of bridge structures on high-speed railways is currently applied on the basis of calculations and numerical simulation [6,7]. It should be noted that the analysis of dynamic problems in software systems implementing the finite element method (FEM), requires considerable time spending and depends on a choice of a solution method. AbstractThe aim of the work is to improve the methodology for the dynamic computation of simple beam spans during the impact of high-speed trains. Mathematical simulation utilizing numerical and analytical methods of structural mechanics is used in the research. The article analyses parameters of the effect of high-speed trains on simple beam spanning bridge structures and suggests a technique of determining of the dynamic index to the live load. Reliability of the proposed methodology is confirmed by results of numerical simulation of high-speed train passage over spans with different speeds. The proposed algorithm of dynamic computation is based on a connection between maximum acceleration of the span in the resonance mode of vibrations and the main factors of stress-strain state. The methodology allows determining maximum and also minimum values of the main efforts in the construction that makes possible to perform endurance tests. It is noted that dynamic additions for the components of the stress-strain state (bending moments, transverse force and vertical deflections) are different. This condition determines the necessity for differentiated approach to evaluation of dynamic coefficients performing design verification of I and II groups of limiting state. The practical importance: the methodology of determining the dynamic coefficients allows making dynamic calculation and determining the main efforts in split beam spans without numerical simulation and direct dynamic analysis that significantly reduces the labour costs for design.

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Section: Problem Statementmentioning

confidence: 99%

“…Accelerations in the middle of the span at resonance oscillations reach their maximum value at the moment of the train's getting off the span. The diagram of accelerations can be approximated with sufficient accuracy as a half-wave of a sinusoid [19]:…”

Section: Determination Of the Main Efforts And Deformations And Also mentioning

confidence: 99%

Rating of Dynamic Coefficient for Simple Beam Bridge Design on High-Speed Railways

Diachenko

Benin

Смирнов

et al. 2018

Civil and Environmental Engineering

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“…In accordance with the goals and trends of bridge engineering development, traditionally, most researches have been focused on studying the dynamic response of the bridge to the action of the live load [4]. Frequently, when solving dynamic problems (primarily typical for conventional railways) requiring research only the reaction of bridge decks, the live load from the rolling stock, can be represented by a relatively simple model in the form of a system of concentrated forces corresponding to the scheme of the train moving at a constant given speed [6,7]. Such a load model, in the form of "moving forces", can't be used to solve dynamic problems, taking into account the fluctuations of the train, which is especially important for highspeed railways.…”

Section: Introductionmentioning

confidence: 99%

“…The parameter characterizing the dynamic effect of the live load is the excitation frequency, which varies linearly depending on the train speed. When the excitation frequency is close to the bridge deck natural frequencies, resonance vibrations occur [6,7].…”

Section: Introductionmentioning

confidence: 99%

“…It should be noted that the possibility of resonant vibrations excitation of the bridge decks is due not only to the action frequency, but also to its amplitude, which significantly decreases with ratio increasing of the span length to the coach length. So for the spans longer than 60 m, resonance vibrations are practically not appeared [4,6]. We can conclude that at high speeds (more than 300 km/h) the main resonance of the high-speed coaches is realized when moving over the bridge decks with a length more than 120 m, and the bridge decks resonance vibrations are excited in spans up to 60 m. Thus, we can conclude that the synchronous excitation of the coaches and bridge decks resonance vibrations is impossible in practice.…”

Section: Introductionmentioning

confidence: 99%

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Research of interaction of the “train – bridge” system with bridge deck resonant vibrations

2018

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When designing bridges on high-speed railways, special attention should be paid to ensuring the safety of train traffic and the comfort of passengers. On high-speed railways, the proportion of the length of bridge structures in the composition of the entire route is much larger than on conventional railways, which makes the present study relevant. In this paper based on numerical simulation, the results of the study of the motion of a high-speed train along bridge structures in the resonance mode of vibrations are presented. In this formulation, special attention was paid to the control of dynamic phenomena at the level of the "wheel-rail" contact. The dynamics of loose parts of the train car determines the magnitude of the contact force, which in turn characterizes the possible detachable movement of the wheel, which is inadmissible for the safety of the train. Analysis of the obtained results, using the example of a 50 m long simple span structure developed for the Moscow-Kazan high-speed railway, allows us to conclude that the resonant nature of the vibrations of simple beam is not a critical phenomenon.

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Suitability assessment of the traditional unified railway bridge girders for high-speed traffic

Diachenko

Benin

2020

MATEC Web Conf.

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The article deals with the parameters of high-speed trains effect on the unified simple-span girder reinforced concrete bridge superstructures on conventional railways using a simplified methodology of determining maximum vertical accelerations and live load dynamic factors. It is noted that the dynamic additions to the stress-strain behavior components (bending moments, transverse force and vertical sags) differ from each other. The presented methodology of dynamic factors determination helps to make a dynamic calculation and to identify general forces in simple-span girder superstructures without numerical simulation and straightforward dynamic analysis, which greatly reduces labor intensity of the design works. Based on the dynamic calculation results, a conclusion is made that the unified simple-span girder reinforced concrete bridge superstructures can be applied on high-speed railways, and the scope of their application is specified.

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Regulation of the Dynamic Live Load Factor for Calculation of Bridge Structures on High-Speed Railway Mainlines

Cited by 5 publications

References 0 publications

Rating of Dynamic Coefficient for Simple Beam Bridge Design on High-Speed Railways

Rating of Dynamic Coefficient for Simple Beam Bridge Design on High-Speed Railways

Research of interaction of the “train – bridge” system with bridge deck resonant vibrations

Suitability assessment of the traditional unified railway bridge girders for high-speed traffic

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