Vertical Load-Carrying Natural Frequency of Railway Double-Track Steel Truss Continuous Bridge

2011 ◽  
Vol 243-249 ◽  
pp. 1968-1971
Author(s):  
Jian Ying Ren ◽  
Wen Ping Li ◽  
Mu Biao Su
Keyword(s):  
Natural Frequency ◽  
High Speed ◽  
Maximum Deviation ◽  
Vertical Load ◽  
Average Value ◽  
Steel Truss Bridge ◽  
Load Carrying ◽  
Steel Truss ◽  
Truss Bridge ◽  
Double Track

The railway double-track continuous bridge vertical load-carrying frequency is theoretical derived with the vehicle-bridge system mode1. The vertical load-carrying frequencies of the3×64 m through stud welding railway steel truss bridge are calculated, when two trains with 20 same high-speed passenger vehicles are traveling on the bridge from both ends. The change regularity of this double-track continuous bridge vertical load-carrying natural frequency with two trains on it is similar with the single-track simply supported bridge and this bridge vertical load-carrying natural frequency only one train on it. This bridge vertical load-carrying frequency when two train on it is smaller than that only train on it. The maximum deviation percentage between the vertical load-carrying natural frequency and the vertical natural frequency is 6.0452%. The vertical load-carrying frequency can be replaced by the average value.

Vehicle Parameters Influence on Vertical Load-Carrying Natural Frequency of Railway Double-Track Steel Truss Continuous Bridge

2012 ◽  
Vol 446-449 ◽  
pp. 2613-2616
Author(s):  
Jian Ying Ren ◽  
Mu Biao Su ◽  
Wen Ping Li
Keyword(s):  
Natural Frequency ◽  
High Speed ◽  
Vertical Load ◽  
Suspension Spring ◽  
Steel Truss Bridge ◽  
Load Carrying ◽  
Steel Truss ◽  
Truss Bridge ◽  
Double Track ◽  
Bridge System

The railway double-track continuous bridge vertical load-carrying frequency is calculated with the vehicle-bridge system mode1. When two lines with 20 same high-speed passenger vehicles are traveling on the 3×64 m through stud welding railway steel truss bridge from both ends, it is analyzed that the vehicle parameters how to influence the bridge vertical load-carrying frequency. The bridge vertical load-carrying frequency is influenced by the unsprung mass of each wheel-set of the vehicle, the suspension spring stiffness, the vehicle length and the mass of the vehicle. But it is independent of the speed of the train．It is shown that the bridge vertical load-carrying frequency is the vehicle-bridge system natural frequency, it is only depend on its natural parameters.

Vertical Load-Carrying Natural Frequency of Railway Double-Track Pre-Stressed Concrete Continuous Bridge

2011 ◽  
Vol 255-260 ◽  
pp. 797-800 ◽  
Author(s):  
Jian Ying Ren ◽  
Wen Ping Li ◽  
Mu Biao Su ◽  
Qing Yuan Zeng
Keyword(s):  
Natural Frequency ◽  
High Speed ◽  
Maximum Deviation ◽  
Vertical Load ◽  
Box Girder ◽  
Average Value ◽  
Passenger Vehicles ◽  
Load Carrying ◽  
Girder Bridge ◽  
Double Track

The railway double-track continuous bridge vertical load-carrying frequency is theoretical derived with the vehicle-bridge system mode1. The vertical load-carrying frequencies of the 40 m+4×72 m+40 m party pre-stressed concrete continuous box-girder bridge are calculated, when two trains with 20 same high-speed passenger vehicles are traveling on the bridge from both ends. The change regularity of this double-track continuous bridge vertical load-carrying natural frequency with two trains on it is similar with that of the single-track simply supported bridge and this bridge as one train on it. This bridge vertical load-carrying frequency when two trains on it is smaller than that only train on it. The maximum deviation percentage between the vertical load-carrying natural frequency and the vertical natural frequency is 1.17837%.This bridge vertical load-carrying frequency can be replaced by its natural frequency, and there isn’t obvious error. If the vertical load-carrying frequency should be calculated, it can be replaced by the average value.

Vehicle Parameters Influence on Railway Double-Track Pre-Stressed Concrete Continuous Bridge Vertical Load-Carrying Natural Frequency

2012 ◽  
Vol 446-449 ◽  
pp. 2544-2547
Author(s):  
Jiang Ying Ren ◽  
Mu Biao Su ◽  
Wen Ping Li
Keyword(s):  
Natural Frequency ◽  
High Speed ◽  
Vertical Load ◽  
Suspension Spring ◽  
Passenger Vehicles ◽  
Load Carrying ◽  
Train Speed ◽  
Girder Bridge ◽  
Double Track ◽  
Bridge System

When two lines with 20 same high-speed passenger vehicles are traveling on the 40 m+4×72 m+40 m party pre-stressed concrete continuous box-girder bridge from both ends, this bridge vertical load-carrying frequency is calculated with the vehicle-bridge system mode1. When the vehicle parameters, such as the unsprung mass of each wheel-set of the vehicle, the suspension spring stiffness, the vehicle length and the mass of the vehicle, are changed, the bridge vertical load-carrying frequencies are changed too. But when the train speed is changed, the bridge vertical load-carrying frequencies aren’t changed. It is shown that the bridge vertical load-carrying frequency is the vehicle-bridge system natural frequency, it is only depend on its natural parameters.

Study on Safety Evaluation of an Aged Steel Truss Bridge with Cracking Members

2009 ◽  
Vol 417-418 ◽  
pp. 909-912
Author(s):  
Lan Chao Jiang ◽  
Ri Gao
Keyword(s):  
Ultimate Load ◽  
Dynamic Test ◽  
Safety Evaluation ◽  
Steel Structures ◽  
Load Test ◽  
Magnetic Method ◽  
Steel Truss Bridge ◽  
Load Carrying ◽  
Steel Truss ◽  
Truss Bridge

The safety of aged steel structures, especially those with cracking members, has aroused a great deal of attention. In this paper, the application of fracture mechanics for evaluating the ultimate load-carrying of steel material is proposed. Three-point bending tests of three specimens with the mode-I fracture are done to get the ultimate load-carrying capacity, when specimens are destroyed. Fracture ductility KIC, and the steel allowable stress [σ] with certain crack length are formulated. Magnetic method for measuring cracks of steel members is adopted for an aged steel truss bridge, and material composition of specimens is tested, and field nondestructive load test involved static and dynamic test are carried into execution. By comparing the results of the calculation and those of the field test, some conclusions are obtained, which are likely to contribute to safety evaluation of aged steel structures, or contribute to designing similar bridges.

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