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CivilComp Proceedings
ISSN 17593433 CCP: 79
PROCEEDINGS OF THE SEVENTH INTERNATIONAL CONFERENCE ON COMPUTATIONAL STRUCTURES TECHNOLOGY Edited by: B.H.V. Topping and C.A. Mota Soares
Paper 223
WheelRail Contact Forces in HighSpeed Simply Supported Bridges at Resonance P. Museros+, A. CastilloLinares+ and E. Alarcón*
+Department of Structural Mechanics, Superior School of Civil Engineering, University of Granada, Spain
P. Museros, A. CastilloLinares, E. Alarcón, "WheelRail Contact Forces in HighSpeed Simply Supported Bridges at Resonance", in B.H.V. Topping, C.A. Mota Soares, (Editors), "Proceedings of the Seventh International Conference on Computational Structures Technology", CivilComp Press, Stirlingshire, UK, Paper 223, 2004. doi:10.4203/ccp.79.223
Keywords: wheelrail contact forces, derailment, trainbridge interaction, moving loads, dynamics of bridges, highspeed bridges, flexural vibrations.
Summary
The response of highspeed bridges at resonance, particularly under flexural
vibrations, constitutes a subject of research for many scientists and engineers at the
moment. The topic is of great interest because, as a matter of fact, such kind of
behaviour is not unlikely to happen due to the elevated operating speeds of modern
rains, which in many cases are equal to or even exceed 300 km/h
( [1,2]).
The present paper addresses the subject of the evolution of the wheelrail contact forces during resonance situations in simply supported bridges. Based on a dimensionless formulation of the equations of motion presented in [4], very similar to the one introduced by Klasztorny and Langer in [3], a parametric study is conducted and the contact forces in realistic situations analysed in detail. The effects of rail and wheel irregularities are not included in the model. The bridge is idealised as an EulerBernoulli beam, while the train is simulated by a system consisting of rigid bodies, springs and dampers. The situations such that a severe reduction of the contact force could take place are identified and compared with typical situations in actual bridges. To this end, the simply supported bridge is excited at resonace by means of a theoretical train consisting of 15 equidistant axles. The mechanical characteristics of all axles (unsprung mass, semisprung mass, and primary suspension system) are identical. This theoretical train permits the identification of the key parameters having an influence on the wheelrail contact forces. In addition, a real case of a 17.5 m bridges traversed by the Eurostar train is analysed and checked against the theoretical results. The influence of three fundamental parameters is investigated in great detail: a) the ratio of the fundamental frequency of the bridge and natural frequency of the primary suspension of the vehicle; b) the ratio of the total mass of the bridge and the semisprung mass of the vehicle and c) the ratio between the length of the bridge and the characteristic distance between consecutive axles. The main conclusions derived from the investigation are:
References
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