Spatial Coupling Vibration of Vehicle-Track-Bridge System due to Different Track Irregularities

2011 ◽  
Vol 255-260 ◽  
pp. 1735-1739
Author(s):  
Yuan Zhang
Keyword(s):  
Power Spectrum Density ◽  
Coupling Vibration ◽  
Spatial Coupling ◽  
Spectrum Density ◽  
Exciting Source ◽  
Vibration Responses ◽  
Track Irregularity ◽  
Track Bridge ◽  
Track Irregularities ◽  
Bridge System

Track irregularity is one of the most important factors that induce vehicle-track-bridge coupling vibration. In this paper, spatial model of vehicle- track-bridge system is established. The track irregularity sample in time domain are established by power spectrum density and taken as the exciting source to analyze the spatial coupling vibration of vehicle-track-bridge system. By comparing the vibration responses of the model excited by vertical profile irregularity and the model excited by four different irregularities, the change of track irregularities have mostly influence on the vibration of the parts above the rail and nearly no influence on the parts under the rail and bridge.

Comparison of Vertical Model and Spatial Model for Vehicle-Track-Bridge Coupling Vibration System

2011 ◽  
Vol 243-249 ◽  
pp. 4307-4310
Author(s):  
Yuan Zhang ◽  
Wei Lin ◽  
Ze Ming Wang
Keyword(s):  
Vertical Vibration ◽  
Coupling Vibration ◽  
Spatial Coupling ◽  
Advantages And Disadvantages ◽  
Vibration Model ◽  
Spectrum Density ◽  
Exciting Source ◽  
Vibration Responses ◽  
Track Bridge ◽  
Bridge System

In this paper, models for vertical and spatial coupling vibration of vehicle-track-bridge system are established separately. The track vertical irregularity sample in time domain is established by power spectrum density and taken as the exciting source to analyze the coupling vibration of vehicle-track-bridge system of two models. The advantages and disadvantages and applicability of the vertical vibration model and the spatial vibration model are analyzed by comparing the vertical vibration responses of the two models under excitation with same level of track vertical irregularity.

Stochastic Transverse Earthquake-Induced Damage Track Irregularity Spectrum Considering the Uncertainty of Track-Bridge System

2021 ◽  
pp. 2140004
Author(s):  
Yulin Feng ◽  
Yu Hou ◽  
Lizhong Jiang ◽  
Wangbao Zhou ◽  
Jian Yu ◽  
...  
Keyword(s):  
Simulation Model ◽  
Traffic Safety ◽  
High Speed ◽  
Residual Deformation ◽  
High Speed Railway ◽  
Marquardt Algorithm ◽  
Earthquake Action ◽  
Track Irregularity ◽  
Track Bridge ◽  
Bridge System

The track irregularity spectrum of longitudinally connected ballastless track (LCBT)-bridge systems of high-speed railway was proposed in this paper. First, a simulation model of an LCBT-continuous girder bridge was established by considering the influences of approach bridges and subgrade with track structure. Further, a large number of sample analyses were carried out by taking into account the uncertainty of LCBT-bridge systems and stochastic behaviors of ground motions based on the simulation model. The damage laws of residual deformation of track-bridge system after earthquake actions were studied. Then, an interlayer deformation coordination relationship (IDCR) considering the track irregularity caused by earthquake-induced damage of bearings was developed, and the superposed track irregularity samples were obtained. Finally, by using the improved Blackman–Turkey method and Levenberg–Marquardt algorithm, the LCBT irregularity spectrum, track irregularity spectrogram, track irregularity limit spectrum, and a fitting formula for the track irregularity spectrum on a bridge after the action of earthquakes were obtained. Results obtained from the fitting formula and IDCR were compared, and they indicated that tracks undergone significant high-frequency irregularity diseases after the earthquake action. It was found that the track irregularity spectrum could be roughly divided into three ranges: high-, medium- and low-frequency wavebands. Consequently, this led to an application of a three-segment power function for the fitting of the track irregularity spectrum after the earthquake action. The track irregularity spectrum after the action of earthquakes provides an important theoretical basis for the establishment of seismic design methods for high-speed railway bridges based on the traffic safety performance.

scholarly journals Application of KLE-PEM for Random Dynamic Analysis of Nonlinear Train-Track-Bridge System

2020 ◽  
Vol 2020 ◽  
pp. 1-10
Author(s):  
Lizhong Jiang ◽  
Xiang Liu ◽  
Tuo Zhou ◽  
Ping Xiang ◽  
Yuanjun Chen ◽  
...  
Keyword(s):  
High Speed ◽  
Linear Models ◽  
Estimation Method ◽  
Point Estimation ◽  
Random Response ◽  
Train Track ◽  
Track Irregularity ◽  
Track Bridge ◽  
Point Estimation Method ◽  
Bridge System

A nonlinear train-track-bridge system (TTBS) considering the random track irregularity and mass of train is discussed. Based on the Karhunen–Loéve theory, the track irregularity is expressed and input into the TTBS, and the result of random response is calculated using the point estimation method. Two cases are used to compare and validate the applicability of the proposed method, which show that the proposed method has a high precision and efficiency. Then, taking a 7-span bridge and a high-speed train as an example, the calculation results of random response of the nonlinear and linear wheel-rail model are compared, and the results show that for the bridge and rail response, the nonlinear and linear models are almost the same. Finally, comparing the calculated probability distribution results with the test results, it shows that the method can be applied to the prediction of actual response range.

Effect of Wheel Pressure on Vibration of Straddle Monorail Transit Vehicle-Bridge System

2014 ◽  
Vol 919-921 ◽  
pp. 542-546
Author(s):  
Guo Liu ◽  
Bo Jang ◽  
Zhi Hui Zhou ◽  
Qing Yuan Zeng
Keyword(s):  
Steering Wheel ◽  
Transit System ◽  
Coupling Vibration ◽  
Spatial Coupling ◽  
Lateral Response ◽  
Vibration Model ◽  
System Vibration ◽  
Bridge System

The monorail beam (Z206-25) of Chongqing straddle monorail transit system was selected as the research object. The spatial coupling vibration model of vehicle-bridge system was established and corresponding procedure was compiled. The effect of travelling, steering and stabilizing wheel pressure respectively and typical combined wheel pressure on the system vibration was studied. The results show that the change of wheel pressure has great effect on the response of the system. The vertical response value increases with travelling wheel pressure increasing. The lateral response value increases with steering wheel pressure increasing, while the effect of stabilizing wheel pressure on the response is irregular. The effect of steering wheel pressure is greater than that of stabilizing wheel pressure on lateral responses. The effect of all of travelling and steering wheel pressure is greater than that of unilateral wheel pressure on the response. The effect tendency of stabilizing wheel pressure on the response is opposite to that of unilateral wheel pressure.

Influences of Concrete Creep and Temperature Deformation on Vehilce Travelling across Bridge

2014 ◽  
Vol 556-562 ◽  
pp. 655-658 ◽  
Author(s):  
Xiao Ping Wang
Keyword(s):  
High Speed ◽  
Concrete Bridges ◽  
Temperature Deformation ◽  
Train Track ◽  
Concrete Creep ◽  
Coupling Vibration ◽  
Long Span ◽  
High Speed Trains ◽  
Track Irregularity ◽  
Track Bridge

When long-span pre-stressed concrete bridges are subjected to concrete creep and temperature load , bridge deck deformation will be aroused. Then the additional track irregularity will be generated. It brings about the result that the dynamic response of train-track-bridge system will be influenced. In this paper, with the train-track-bridge coupling vibration theory, a (90+180+90) m continuous beam-arch combination bridge located on a certain passenger line is analysised comparatively, by considering the effect of concrete creep and temperature deformation. The results show that, the track irregularity caused by the concrete creep and temperature deformation influence the wheel unloading rate and the vertical accelararion of the train so obviously with the speed increasing. It can be concluded that the track irregularity need to be considered, especially for high-speed trains.

Orientation holes positioning of printed board based on LS-Power spectrum density algorithm

2018 ◽  
Vol 35 (3-4) ◽  
pp. 277-288
Author(s):  
Xiaxia ZENG ◽  
Zhenhua SONG ◽  
Wenzhong LIN ◽  
Haibo LUO
Keyword(s):  
Power Spectrum ◽  
Power Spectrum Density ◽  
Spectrum Density

scholarly journals The Influence of an Integration Time Step on Dynamic Calculation of a Vehicle-Track-Bridge under High-Speed Railway

Mathematics ◽  
2021 ◽  
Vol 9 (4) ◽  
pp. 431
Author(s):  
Junjie Ye ◽  
Hao Sun
Keyword(s):  
High Speed ◽  
Coupled Model ◽  
Short Wave ◽  
Integration Time ◽  
Vertical Acceleration ◽  
Dynamic Calculation ◽  
Time Step ◽  
High Speed Railway ◽  
Track Irregularity ◽  
Track Bridge

In order to study the influence of an integration time step on dynamic calculation of a vehicle-track-bridge under high-speed railway, a vehicle-track-bridge (VTB) coupled model is established. The influence of the integration time step on calculation accuracy and calculation stability under different speeds or different track regularity states is studied. The influence of the track irregularity on the integration time step is further analyzed by using the spectral characteristic of sensitive wavelength. According to the results, the disparity among the effect of the integration time step on the calculation accuracy of the VTB coupled model at different speeds is very small. Higher speed requires a smaller integration time step to keep the calculation results stable. The effect of the integration time step on the calculation stability of the maximum vertical acceleration of each component at different speeds is somewhat different, and the mechanism of the effect of the integration time step on the calculation stability of the vehicle-track-bridge coupled system is that corresponding displacement at the integration time step is different. The calculation deviation of the maximum vertical acceleration of the car body, wheel-sets and bridge under the track short wave irregularity state are greatly increased compared with that without track irregularity. The maximum vertical acceleration of wheel-sets, rails, track slabs and the bridge under the track short wave irregularity state all show a significant declining trend. The larger the vibration frequency is, the smaller the range of integration time step is for dynamic calculation.

Random Response Analysis of a Large-Size Cooling Tower Subjected to the Stationary Earthquake Motion

2013 ◽  
Vol 423-426 ◽  
pp. 1589-1593
Author(s):  
Jia Ning Zhu ◽  
Ya Zhou Xu ◽  
Guo Liang Bai ◽  
Rui Wen Li
Keyword(s):  
Power Spectrum ◽  
Random Vibration ◽  
Cooling Tower ◽  
Response Spectrum ◽  
Power Spectrum Density ◽  
Random Response ◽  
Large Size ◽  
Earthquake Motion ◽  
Spectrum Density ◽  
Random Vibration Theory

The response of a large-size cooling tower with 250m high subjected to the seismic action are investigated by both random vibration theory and response spectrum method. Shell element is taken to model the tower body, and beam element is used for the circular foundation and supporting columns. The earthquake motion input is a colored filtered white noise model and mode superposition method is adopted to analyze the random response of the large-size cooling tower. The paper presents the power spectrum density functions (PDF) and standard deviation of the displacement of the top and characteristic node, and the analysis results indicate that the results of the stationary random vibration theory and the response spectrum method are the same order of magnitude. The power spectrum density function of the bottom node stress is obviously bigger than the one at the top and the throat, and the random response of meridonal stress is dominated at the top. In addition, the peak frequency position of the power spectrum density function is different from the corresponding stress.

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