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Vehiclestructure Dynamic Part1

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Dynamic Loading

for High Speed Railways


Dipankar Bhawal **
ABSTRACT

Dynamic amplification and related phenomena of bridges due to loads from vehicles moving at different speed
should be studied in light of increased capacity of these to run at higher speed and volume. In India the intricate
network of the highways and the railways play an important role in safely carrying freight and passengers in bulk.
These networks consist of several small and long span cross drainage structures , culverts , bridges etc. They should
be made safe, operable and should be regularly upgraded on the basis of nature, frequency and economic importance
of the traffic. Some sections of this network, specially bridges or viaducts may require reassessment in terms of their
performance when subjected to heavy traffic and also when falls in the route which is dedicated as say high-speed
railway corridors. Current provisions of code for bridges may require some enhancement in terms of modified
impact factors or dynamic augmentation factors for live loads like high speed railway-trains or similar vehicles.
These dynamic impact factors shall be ascertained in light of vehicle-structure interaction between dynamic-moving
vehicles and the structures during design of both new as well as during inspection of old bridges. Also there is a
need for adopting generalised high speed load models representing a range of moving loads which becomes
necessary from the point of view interoperability of different types of high speed railway cars or general vehicles
meant for roadways. As a specific case railway bridges are chosen to be the ideal structures for this study.

Keywords : Vehicle-structure Dynamic Interaction, Dynamic Impact factor, High Speed Load Models.

1. INTRODUCTION
There is a strong urge for improvement some cases the increment in response (after
in the field of transportation in India which is applying CDA) of superstructures for bridges
reflected in expansion of road networks and with shorter spans is higher and conservative for
introduction of High-Speed Railway systems a certain range of speed. Traditional code based
into existing railway network. This move approaches can result in underestimation of
undoubtedly indicates an aspiring and growing responses of bridges under dynamic action
economy of our nation. However this caused by high-speed trains(HST). Therefore
development also demands improvement and some additional analysis is needed for bridges
reassessment of strength and safety of both when subjected to dynamic loading by railway-
existing and future infrastructure like tracks and cars moving at high speed. Extensive
inter-linking bridges. experimentation on the problem of dynamic
Our existing codes for bridges amplification of superstructures of bridges due
(railways) takes into account of increase in to moving vehicles have already been carried out
dynamic response of superstructures of bridges by various authorities. This study is an attempt
due to railway-cars by deriving impact factors to point out the need to review the prevalent
from specific formulae (coefficient of dynamic approaches in this respect and streamline them
augment-CDA) meant for railway tracks of as code provisions or recommendations.
different gauges and numbers [1] .This code
based formula serves well for a majority of the 2. OBJECTIVE OF THIS STUDY
super-structures if the speed of vehicles and
length of the span of superstructures is restrained The necessity of carrying additional
within specific range. Also it can be seen that for analysis of superstructures by taking into

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:


dbhawalnce@gmail.com 1
account of vehicle-structure interaction can be specially in preliminary investigations. In this
justified by comparing the impact factors study superstructures are idealised as one single
derived by three different methods. One of beam element with flexural rigidity having
which is the direct approach such as by using the pinned supports as boundaries, consisting of
traditional code-based formula (CDA), one by uniformly distributed mass and constrained to
applying the static loads at various positions respond vertically only. Also the beam element
with time without considering vehicle-structure is assumed to have negligible shear deformation
interaction and the third one is derived by and rotational rigidity. The rotational inertia of
considering vehicle-structure interaction the rigid vehicle bodies will be ignored.
analysis. Also it can be shown that general Dynamic loads from railway-cars shall be
models developed on the basis of applied in the form of point loads from
interoperability of various commercial railway- corresponding point masses, being transferred
vehicles can simplify the process of design and through axle/wheel-sets(combined in pairs) as
inspection of bridges on various stretches. For shown in schematic figures (Fig. 1 and Fig.
this purpose response of two types of different 2).These point masses will be supported by
spans of ballast less steel bridges having single representative springs and dampers and will be
track running along the bridge axis with a span termed as primary and secondary suspension
length of 20.0 m and the other with 80.0 m are elements. Mass of the wheel-axles will be un-
chosen and assumed to be carrying rolling stocks sprung; mass of the bogie frame and the rail-cars
traversing at different speeds. Only critical will be sprung and dampened with mechanical
results shall be presented for this study. springs and dampers. Mechanical spring
constants and damping coefficients assumed
3. DESCRIPTION OF MODELS here are the average values and representative of
a certain range of constants Table.1 [4], which
In most of the cases the responses of may vary from one project to another. These
simply supported superstructures of bridges will values are equally distributed among the axle
be found to be critical. Although this verification points. Detailed analysis with enhanced models
should also be carried out on continuous may be required to simulate the interactions
structures, for simplification simply supported between various interface elements e.g. rail-car
(isostatic) structures are selected. To take into and track, track and ballast, ballast and deck etc.
account of different types of trains as an which can be formulated by assuming additional
example, informative loads from the set of elements representing tracks, rail-pads, sleepers
models called HSLM-A (A1 to A10) from UIC- and ballasts respectively. The effect of
Code Leaflet, 776-2,Appendix -B, Table. 6 [2] irregularities of tracks, spacing of sleepers,
will be used for these verifications. In practice flatness of wheels, loss of contact of wheels etc.
these models shall be changed to make suitable could also be introduced as numerical models.
as per requirement and applicability of the For this study the effect of these parameters will
railways. Spatial models with MDOF both for be ignored which may not always be required
the bridge and the vehicles could be adopted for for bridge designers but for the study or design
in depth analysis of such systems but simplified of the rail-vehicles for safety, efficiency and
models with SDOF (for both bridge and vehicle) comfort of the passengers.
are sufficient for majority of the cases and

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:


dbhawalnce@gmail.com 2
Fig. 1 : Schematic configuration of Models of Universal Dynamic-Train : HSLM-A, [2]

Fig. 2 : Idealised model of a single car and components , load from wheel-axles and beam element

4. NUMERICAL BASIS OF THE where mode shape is assumed for maximum


ANALYSIS 𝑛𝑛 𝜋𝜋 𝑥𝑥
amplitude Φn (𝑥𝑥) = 1 × 𝑠𝑠𝑠𝑠𝑠𝑠 ( 𝐿𝐿
) subject to the
The dynamic behaviour of the beam
element can be mathematically expressed on the condition as
basis of a forced dynamic analysis derived from {Φ(𝑥𝑥)}
the traditional beam theory (Chapter-16) [3].
Φ(𝑥𝑥) , 𝑖𝑖𝑖𝑖 𝑥𝑥 < 𝐿𝐿 𝑎𝑎𝑎𝑎𝑎𝑎 𝑥𝑥 > 0
Though finite elements can be used for =� else
improved and finer analysis, modal analysis of a 0
isostatic beam element, which can represent both
and for kth. axle relative displacement 𝑥𝑥𝑟𝑟𝑘𝑘 = (v ×
girder type as well as truss bridges when
t - 𝑥𝑥𝑜𝑜 )k where 'v' (kmph) is the velocity of the
vibrating in their lowest modes is sufficient for
axles and say {𝑥𝑥𝑜𝑜 } is the distance of the starting
this study. Following analysis will be carried out
points of different axles from left support;
assuming that there is no geometric- nonlinearity
Therefore for nth. mode 𝑀𝑀𝑛𝑛 = modal mass, 𝐶𝐶𝑛𝑛 =
and both material as well as additional spring or
2 ξ 𝑀𝑀𝑛𝑛 𝜔𝜔𝑛𝑛 ; ξ = critical damping ratio as per
damping elements should also behave linearly.
𝑛𝑛 2 𝜋𝜋 2 𝐸𝐸𝑠𝑠𝑠𝑠 𝐼𝐼
For nth. mode of vibration of uniform (A.3.2,Table.2 [2] ) ; Frequency 𝜔𝜔𝑛𝑛 = �
𝐿𝐿2 𝜇𝜇
beam element of span length with distributed
; Est I = flexural rigidity of the beam (or
mass of μ kN/m (assumed to be the sum of dead
equivalent of a truss type bridge obtained from
load from self weight and super imposed loads
previous design of bridges meant for Broad
like tracks, sleepers, fixtures railings etc.) the
Gauge (BG) Loadings) ; Modulus of elasticity of
equilibrium condition of the modal mass 𝑀𝑀𝑛𝑛 at
steel Est = 2.0 ×108 kN/m2 ; 𝐹𝐹𝑘𝑘𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 (t) = Static
time t when loading on the beam at location 'x'
force at time t due to axle loads 𝑃𝑃𝑘𝑘 (𝑡𝑡) =
from left support (x = 0 )can be expressed as,
𝑚𝑚𝑘𝑘 (𝑡𝑡)𝑔𝑔 = (𝑚𝑚𝑤𝑤 (𝑡𝑡) + 𝑚𝑚𝑏𝑏 (𝑡𝑡) + 𝑚𝑚𝑐𝑐 (𝑡𝑡)) ×
𝑀𝑀𝑛𝑛 𝑞𝑞̈ + 𝐶𝐶𝑛𝑛 𝑞𝑞̇ + 𝐾𝐾𝑛𝑛 𝑞𝑞 =
𝑔𝑔 (𝑚𝑚/𝑠𝑠 2 ) where (masses in kg) mw = mass of
∑𝑘𝑘 �Φn �𝑥𝑥𝑟𝑟𝑘𝑘 ��(𝐹𝐹𝑘𝑘𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠𝑠 (𝑡𝑡) + 𝐹𝐹𝑘𝑘𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 (𝑡𝑡)) ..(𝐸𝐸1) wheel and axle, mb = mass from bogie and mc =

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:


dbhawalnce@gmail.com 3

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