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Considering the CRTS-II track slab,which is commonly used in the Chinese high-speed railway system,a vehicle-track-bridge dynamic analysis method is proposed in which the vehicle subsystem equations are established by the rigid body dynamics method,the track subsystem and the bridge subsystem equations are established by the FEM,the wheel-rail contact relation is defined by the corresponding assumption in vertical direction and the Kalker linear creep theory in lateral direction.The in-span spring element is derived to model the track-bridge interaction;the equal-band-width storage is adopted to fit the track structure with multilayer uniform section beam;and the dynamic equilibrium equations are solved by the inter-history iteration method.As a case study,the response of a CRH2 high-speed train transverses a simply-supported bridge with successive 31.5m double bound pre-stress beams is simulated.The result shows that using the vehicle-track-bridge interaction model instead of the vehicle-bridge interaction model helps predict the rotation angle at beam ends and choose an economic beam vertical stiffness.
Considering the CRTS-II track slab, which is commonly used in the Chinese high-speed railway system, a vehicle-track-bridge dynamic analysis method is proposed in which the vehicle subsystem equations are established by the rigid body dynamics method, the track subsystem and the bridge subsystem equations are established by the FEM, the wheel-rail contact relation is defined by the corresponding assumption in vertical direction and the Kalker linear creep theory in lateral direction. The in-span spring element is derived to model the track-bridge interaction; the equal-band-width storage is adopted to fit the track structure with multilayer uniform section beam; and the dynamic equilibrium equations are solved by the inter-history iteration method. As a case study, the response of a CRH2 high-speed train transverses a simply-supported bridge with successive 31.5m double bound pre-stress beams is simulated. The result shows that using the vehicle-track-bridge interaction model instead of the vehi cle-bridge interaction model helps predict the rotation angle at beam ends and choose an economic beam vertical stiffness.