DYNAMIC ANALYSIS OF TRAIN BRIDGE

INTERACTION SYSTEM WITH FLEXIBLE CAR

BODY

PRESENTER : HUNNY VERMA

 OUTLINE

Why Flexible Car-Body Model?

Dynamic analysis Model of Train-Bridge System
 Vehicle Sub-model
 Bridge Model
 Wheel-Rail Interaction Model
 Train Bridge System Model
Case Study : Beijing Shanghai High Speed Railway
Conclusions
 WHY FLEXIBLE CAR-BODY MODEL?

LRVs are used in High-speed trains and Urban Rail Transit trains.

Car body stiffness is therefore less.

This calls for the flexibility consideration of car body in dynamic analysis of
train bridge system as conventional rigid car body can not accurately simulate
the dynamic behavior of vehicles in train bridge system
 VEHICLE SUBMODEL – A FLEXIBLE MULTIBODY
SYSTEM
Rolling Stock is a multi-body system with three subsystems:
1. Car body
2. Bogie
3. Wheel Set

The car body is considered to be flexible while both bogie and wheel sets are rigid.

The car body is assumed as a homogeneous Bernoulli-Euler Beam with

uniform section with length lv which is the length of vehicle body.

The damping of flexible body was considered while its effect on the damping of
the vehicle suspension system was neglected
FLEXIBLE CAR-BODY MODEL
 THEORY OF MULTIPLE FLEXIBLE BODY DYNAMICS

The car body movement of a rolling stock can be described by superposing its
flexible vibration modes with free boundaries on the rigid body vibration modes.

The coupling between the vertical and lateral motion of the train-bridge system is
weak. So only vertical and lateral flexible vibration modes of the Bernoulli-Euler
Beam with free boundaries are adopted to analyze the car body displacement,
while the influence of torsional flexible modes are ignored.

For the flexibility-body model, the solution for vertical and lateral displacement is
the only difference from the solution of rigid body model.
 EQUATION OF MOTION OF CAR BODY
In the flexible-body model, the vertical displacement is expressed by superposing
the flexible modes of the Bernoulli- Euler Beam with free boundaries on the rigid-
body modes.

In the conventional multiple rigid-body model, the vertical displacement is

represented by the rigid-body modes (Floating zv and pitching zφ).

When the first n flexible modes of the car body are considered, the vertical
displacement of the car body can be expressed as:
 EQUATION OF MOTION OF CAR BODY

The equation of motion of the i-th vertical flexible modal coordinate qzi(t) of
car-body can be written as:

The motion equation of the i-th lateral flexible modal coordinate qyi(t) of car-
body can be written as:
 EQUATION OF MOTION OF VEHICLE
The Bernoulli-Euler beam was simplified based on Lu’s study.

By using the first 1-50 orders of flexible modes with FEA, Lu analyzed the
relative errors of acceleration at several positions of the car-body under
different damping conditions of flexible modes.

The result shows that when only the 1st mode was taken into calculation, the
errors at the middle part of the car were only 4.3% (ξ = 0) and 1.7% (ξ = 5%),
respectively, compared to those with all the 50 modes used.

Therefore, in the analysis, the rigid-body mode and the first vertical/lateral
flexible modes were adopted to present the vertical/lateral displacements.
 EQUATION OF MOTION OF VEHICLE

Assumptions for wheel-rail interaction:

1. Corresponding assumption in vertical displacement
2. Kalker Creep Theory for lateral displacement

Based on this, equation of motion for vehicle in matrix form is :

 BRIDGE MODEL

In this analysis Elastic deformation of the railway track was not considered.
The resulting equation of motion of the bridge structure is:

For modal superposition the nth mode of bridge can be given as:
 WHEEL-RAIL INTERACTION MODEL

The wheel-rail “Corresponding assumption” and the Kalker creep theory are
chosen to define the vertical/normal and lateral/tangent interactions. The
lateral wheel-rail interacting forces are defined by the Kalker creep theory:

Assumption in Kalker Creep Theory: The normal contact force is set as its
static wheel weight, the rail as a cylindrical surface and the wheel tread as a
taper surface at the contact point.
 TRAIN-BRIDGE SYSTEM MODEL

The coupled equations of motion for the bridge–train system can

be expressed as follows:
 CASE STUDY: BEIJING-SHANGHAI HSR

Train Model : ICE3

Number of Cars : 16 (3 M + 1T)x4
Average axle load : 156.7 kN (Motor-car) and 143.1 kN (Trailer car)
Train speed range : 200 – 360 kmph with step of 20 kmph
Bridge : (48+80+48) m continuous box girder
Width of girder : 13.4 m and varying depth
Height of piers: 24 m
Cross section: Hollow round-ended
Foundations: Group Pile Foundation (each of 20 pile)
Diameter of Piles: 1.5 m and Length: 57 m
 CASE STUDY: BEIJING-SHANGHAI HSR

The First order vertical/lateral frequencies and damping ratio of flexible vibration
modes of the car body are assumed as 10 Hz and 0.03 respectively

Vehicle model considered: Flexible vehicle model and Rigid vehicle model

Influence of Car body flexibility were considered on:

1. Vehicle Running Indices
2. Response of Bridge
 VEHICLE RUNNING INDICES

The track irregularity is taken as the excitations on the train bridge system, and
ten track irregularities are adopted.

The dynamic responses of the two models induced by the ten excitations are,
respectively, averaged for the comparative analysis in accordance with three
criterion:

1. Acceleration Time Histories

2. Evolution curve
3. Running safety indices (Offload Factor, Derailment Factor, Lateral wheel-
rail force)
ACCELERATION TIME HISTORIES

V=360 kmph
EVOLUTION CURVE – VERTICAL ACCELERATION
EVOLUTION CURVE – LATERAL ACCELERATION
RUNNING SAFETY INDICES
RUNNING SAFETY INDICES
BRIDGE RESPONSE - VERTICAL
BRIDGE RESPONSE - LATERAL
 CONCLUSION

The car-body flexibility has little influence on the bridge response and running
safety indices of vehicles.

The flexibility parameter increases the car-body acceleration giving peak

value at certain speed

In rigid car-body model, the maximum and minimum accelerations appear at

the end and middle of car-body respectively.

For the flexible car-body model, the maximum accelerations appear at the
end of car-body but the minimum at the 1/4 or 3/4 position.
 REFERENCES

Wang Kunpeng et al. , Dynamic analysis of train-bridge interaction system

with flexible car-body, Journal of Mechanical Science and Technology(2015).