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

Abstract

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.

Modulus of elasticity of non-ballasted track

“…Due to the obtained value of x = π/4k, the rail slab/rail correlation stiff ness coeffi cient is determined in reverse movement. Modulus of elasticity of the rail slab is calculated using formula (6).…”

“…The evaluation of the track elements SSS for a conventional ballasted track is carried out in accordance with the track stiff ness calculation methods based on the above-stated assumption that a rail is a beam on an elastic foundation [6]. In accordance with these me thods, the Schwedler-Zhuravsky theorem for the curved rail axis is applied…”

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

“…Today, bridges for high-speed railways are designed with support of calculations and numerical simulations [6][7][8][9][10][11]. It should be noted that, as a rule, the dynamic problems analysis is carried out by software complexes based on the finite-element method (FE), which requires much time.…”

“…The long-term empirically-based practice of bridge design accounting for dynamic effects has a very limited scope of application and may not be used for the purpose of bridge design for train speeds of more than 200 km/h [1]. However, dynamic processes accompanying train movement along a bridge determine the bridge structure, material, cross-sections, and rigidity (both of elements and the whole structure) to a very large extent [3][4][5].…”

Justification of the bridge span vertical stiffness on high-speed railways

“…Identifying the type of the bridge-train interaction and analysing their common oscillations, we have defined the linear dependence of the maxi-mum vertical accelerations in the car body upon the train speed. Based on this as well as on a series of calculations, envelope curves characterizing the dependences of the relative superstructure deflection upon various span lengths were devised; these dependences will serve as a foundation for the passenger comfort test [9,10]. (Fig.…”