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Engineering Structures 25 (2003) 16111626

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A new three-dimensional finite element analysis model of


high-speed trainbridge interactions
Myung-Kwan Song a,, Hyuk-Chun Noh b, Chang-Koon Choi c
a
Structural Division, Yooshin Engineering Corporation, Seoul 135-936, South Korea
b
Smart Infra-Structure Technology Center, Korea Advanced Institute of Science and Technology, Daejeon 305-701, South Korea
c
Department of Civil and Environmental Engineering, Korea Advanced Institute of Science and Technology, Daejeon 305-701, South Korea

Received 12 February 2003; received in revised form 20 May 2003; accepted 21 May 2003

Abstract

In this study, a new finite element model for three-dimensional FE analysis of high-speed trainbridge interactions is proposed,
in which various improved finite elements are used for modeling the structural constituents of a railway bridge. Specifically, the
deck of a railway bridge is modeled by nonconforming flat shell (NFS) elements with 6 DOFs, which have shown high performance
in the numerical examples of previous research. The track structures are idealized using beam finite elements with the offset of
beam nodes and assumed to be beams on a two-parameter elastic foundation. Also, the vehicle model devised for a high-speed
train is employed, which has an articulated bogie system. Using Lagranges equation, the equations of motion of the vehiclebridge
system can be formulated. In addition, by deriving the equations of the forces acting on the bridge considering the vehiclebridge
interaction forces, the complete system matrices of the total vehiclebridge system can be constructed. As numerical examples of
this study, a simply supported steelconcrete composite bridge and a two-span PC box-girder bridge are analyzed and results are
compared with those of previous research and experimental results.
2003 Elsevier Ltd. All rights reserved.

Keywords: Railway bridge; Vehiclebridge interaction analysis; Three-dimensional finite element analysis; Nonconforming flat shell element;
Beam element

1. Introduction As the operating speed of the train becomes higher and


reaches 300 km/h or more, accuracy in the analysis of
The evaluation of the dynamic response of railway trainbridge interactions becomes an important factor to
bridges subjected to high-speed train loading is compli- be considered in railway bridge design. A number of
cated in nature because the dynamic behavior of bridges research works have contributed to the technical
induced by the train moving on them is influenced by advancement of this area.
the interaction between the train and the whole bridge Using a simple two-dimensional model for vehicle
structure, and between component elements of the train bridge interactions, Delgado and dos Santos [6] carried
as well. Recently, increasing of the operating speed of out an analysis to investigate the effect of some para-
trains has received a lot of attention from researchers. meters such as characteristics of stiffness and mass of a
As for the commercial operating speed, TGV (le train bridge, stiffness of a train, bridge span, and track irregu-
de grande vitesse) of France and Shinkansen of Japan larities. Yang [16,17] proposed the dynamic conden-
are being operated at about 300 km/h and ICE of Ger- sation method for vehiclebridge interaction analysis and
many at 280 km/h, and KTX (Korea Train eXpress; investigated the key parameters that govern the dynamic
Korea-version TGV) is due to be operated at 300 km/h. responses of simple beams using the moving load
assumption. Tanabe et al. [14] developed a three-dimen-
sional analysis program for the dynamic interaction

Corresponding author. Tel.: +82-2-6202-0137; fax: +82-2-6202- analysis of Shinkansen trains and railway bridges. Fafard
0559. et al. [7] also proposed a three-dimensional analysis
E-mail address: megalith@hanmail.net (M.-K. Song). model to study vehiclebridge interactions, in which the

0141-0296/$ - see front matter 2003 Elsevier Ltd. All rights reserved.
doi:10.1016/S0141-0296(03)00133-0
1612 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

bridge was modeled with a plate and beam finite accordingly. In addition, by deriving the equations of
elements and the vehicle was modeled with five axles. forces acting on the bridge considering the vehicle
Mermertas [12] analyzed the interaction between a bridge interaction force, all system matrices of the total
vehicle and a simply supported curved bridge deck. Tan vehiclebridge system can be constructed. The numeri-
et al. [15] introduced the grillage analysis method for cal tests show the validity of the proposed method and
vehiclebridge interactions to study the nonlinear its efficiency in actual application.
behavior of suspension in an actual vehicle and the yield
surface of materials of a bridge. More recently, Lin and
Su [11] investigated the dynamic responses of a simply 2. Vehicle model
supported girder bridge under high-speed trains with the
2.1. High-speed train model
emphasis on resonant vibration using moving load analy-
sis. Yang and Wu [18] derived a versatile element that In ordinary trains, there are two bogies in the fore and
was capable of dealing with various vehiclebridge rear parts of the car body, and thus adjacent car bodies
interaction effects. move separately. As a result, relatively large vibration
In most of the two-dimensional analyses mentioned may be generated in each car body. The high-speed train
above, the influence of the eccentricity between the axle model in this study is an articulated vehicle model, in
loads of vehicles and the neutral axis of cross section which bogies are located between car bodies and are
of the bridge is not generally considered, and various connected at car bodybogie joints (joint hereafter).
structural constituents are omitted in structural analysis Thus, the vibration generated in each car body, in parti-
for simplicity. As refined three-dimensional finite cular at the junctions of two car bodies, can be
element analyses require a lot of modeling effort and reduced considerably.
time for computing, a more efficient and accurate three- Based on the vehicle model [10] in Fig. 1, the rolling
dimensional analysis model needs to be devised for the and sliding motion of a car body are not considered, but
accurate prediction of the dynamic behavior of railway the bouncing, swaying, pitching, and yawing motion of
bridges. In the previous paper [13], a simplified three- a car body are taken into account in this study. The
dimensional finite element analysis model of high-speed bouncing, swaying, pitching, and yawing motion of a car
vehiclebridge interactions was proposed. This model, body can be expressed by the bouncing motion (zqc) and
in which the influences of the eccentricity between the swaying motion (xjc) at the joint between the fore and
axle loads and the neutral axis of cross section as well rear car bodies, but the rolling and sliding motions are
as the torsional forces which were considered in the not. Although rolling and sliding motion would be
analysis, is still simple but gives more accurate and excited due to torsional vibrations and track irregu-
efficient analysis results than the ordinary two-dimen- larities, these motions are constrained to be zero for
sional models. However, the track structure, which is efficiency of formulation. Therefore, the equations of
composed of rails, sleepers, and ballast, of a railway motion of the vehicle, which are composed of the
bridge was not modeled in detail. Instead, the equivalent degrees of freedom at the joints, bogies, and bridge, can
elastic modulus and mass density of structural material be determined by identifying the position of a series of
resulting from the stiffness and weight of track structure, bogies. In addition to the motion of the car body, the
which had significant influence on the dynamic behavior bouncing, sliding, swaying, pitching, rolling and yawing
of the railway bridge, were evaluated and used. There- motion of the bogie are considered. Thus, there exist 8
fore, it was not possible to predict the dynamic behavior DOFs per bogie and joint and so there exist 16 DOFs
of the detailed structural constituents in three-dimen- per car (two bogies and two joints) in total (Fig. 2). From
sional space. the above, it is possible to construct system matrices of
In this study, a new three-dimensional finite element a multi-car train with the DOFs of bogies and joints.
analysis model of high-speed trainbridge interaction is Car bodies and bogies are modeled as rigid bodies with
proposed, in which various high-performance finite masses, and they are assumed to move along a straight
elements are used to model the structural constituents of track at constant speed. Also, it is assumed that wheels
a railway bridge. The bridge deck is modeled by vari- and rails always keep in contact. For the Lagrange equ-
able-node nonconforming flat shell (NFS) elements with ation, the kinetic energy, potential energy, and damping
drilling DOF, which showed high performance in the energy of power cars, power passenger cars, and passen-
numerical examples of general plate/shell structures and ger cars in the present model are expressed by the
folded plate structures in a previous study [3]. The track degrees of freedom of joints, bogies, and bridge.
structures of rails and sleepers on ballast are modeled
by beam elements with offsets of beam nodes and 2.2. Equations of motion of the high-speed train
assumed to be beams on a two-parameter elastic foun-
dation. The Lagrange equations of motion for the total The equations of motion for an individual car of a
high-speed vehiclebridge system are formulated multi-car train can be derived by substituting the equa-
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1613

Fig. 2. Bogiebridge interaction system model (16 DOFs).

study, it is assumed that the dynamic behaviors of the


bogie and joint are equally influenced by the dynamic
behaviors of the fore and rear cars. Thus, the system
matrices of a multi-car train can be constructed by super-
posing the system matrices of the fore and rear cars,
which are expressed by the degrees of freedom of the
bogie and the joint. The system matrices for the degrees
of freedom of a bogie are held in common in the system
matrices of the fore and rear cars. Also, the system matr-
ices for the degrees of freedom of the joint between the
fore and rear cars are evaluated by superposing the
halves of the system matrices for the degrees of freedom
of the joint in the fore and rear cars (Fig. 3). Depending
Fig. 1. High-speed train model (38 DOFs). (a) High-speed train on the position of the bogies, the system matrices are
model; (b) car bodybogie system; (c) wheelaxle set. composed differently. The reason for this is that there
will or will not be vehiclebridge interaction forces on
tions that define the kinetic energy (Ek), potential energy
(Ep), and damping energy (Ed) of power cars, power
passenger cars, and passenger cars in Lagranges equ-
ation (Eq. (1)). As a result, the equations of motion of
one car of a multi-car train can be expressed by the
degrees of freedom of joints, bogies and bridge
(Appendix A).


d Ek Ek Ep Ed

dt qv qv

qv

qv
0 (1)

where {qv} is the vector of degrees of freedom of joints


and bogies.
As previously mentioned, a TGV-type high-speed
train is an articulated train and the bogie is located
between cars. Because the dynamic behaviors of the
bogie and joint are influenced by the dynamic behaviors
of the fore and rear cars, these characteristics of a multi- Fig. 3. Modeling of a multi-car train. (a) Modeling of each car of a
car train should be taken into consideration. In this multi-car train; (b) a multi-car train with a joint.
1614 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

Fig. 4. Cases of the position of the bogie on a bridge.

a bridge depending on the position of the axles connec- bending stiffness of beam elements are transformed to
ted to the bogie. In Fig. 4, the cases of the position of the axial stiffness of shell elements by using the concept
the bogie on a bridge are shown. of rigid link. (This method is also valid in the modeling
of I-girders.)
Ballast is the selected crushed material placed on the
3. Bridge model top layer of the substructure in which the sleepers are
embedded. Traditionally, it consists of angular, crushed,
In modeling the deck and track structure of a railway hard stones and rocks, uniformly graded. In this study,
bridge, various high-performance finite elements are sleepers and ballast are idealized by using the beam
used to improve the numerical solutions. elements on a two-parameter elastic foundation. Most
studies on beam elements on a Winkler foundation use
3.1. Finite elements for modeling track structures the Winkler hypothesis. Thus, the foundation acts as if
it consisted of infinitely many closely spaced linear
Three-dimensional beam finite elements are used to springs. However, interactions between springs are not
model the rails and sleepers of track structures as shown considered, so it does not accurately represent the
in Fig. 5. The beam element has segment-wise constant characteristics of many practical foundations. Zhaohua
cross section and resists two bending moments in the and Cook [19] have suggested beam elements on two-
principle axes of the cross section and torsional force in parameter elastic foundations to solve these problems.
the centroid of the cross section. It is assumed that there These two-parameter elastic foundations are less restric-
are no coupling effects among the axial forces, bending tive than the Winkler model but not as complicated as
moments, and torsional forces. The stiffness matrix and the elastic continuum model. The interactions between
the consistent mass matrix are formulated by using Her- springs are considered through a second parameter (k1).
mitian shape functions. Accordingly, it can accurately represent the character-
Rails can be modeled by beam elements with the off- istics of practical foundations [19].
set of beam node, which is taken into account by the
concept of rigid link [5]. If the nodes of beam elements 3.2. Finite elements for modeling the bridge deck
and shell elements are not coincident geometrically, the
bending stiffness of the beam element is coupled with The nonconforming flat shell element (NFS-series)
the axial stiffness of the shell element and vice versa. used in this study is formulated by a linear combination
Therefore, if the nodes of beam elements are slave nodes of the nonconforming membrane element with drilling
and the nodes of shell elements are master nodes, the DOF (NMD-series) and the nonconforming plate bend-
ing element (NPB-series) [3]. The nonconforming modes
used in the aforementioned elements are all modified by
the direct modification method to guarantee that the
element passes the patch test. For the finite element to
be convergent, it is required to pass the patch test, which
is introduced as a relaxed restriction on displacement
compatibility.
To model the box-girder structure, which is a sort of
folded plate structure, NFS elements with 6 DOFs per
node are used effectively, in which the in-plane and out
of-plane deformations are coupled (Fig. 6). The consist-
ent mass matrix of the NFS element is lumped at the
element joints using the HRZ lumping scheme. No iner-
Fig. 5. Finite element modeling of track structures. tia effects are considered within the element itself.
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1615

be handled numerically following the general procedure


of random sampling [1]. To define the track irregularities
along the passing distance of a train, the power spectral
density (PSD) function needs to be assumed. Track
irregularities are considered to be stationary and ergodic
in space, i.e., random functions in passing distance x,
and are characterized most frequently by PSD function
S(g). The PSD function depends on the wave number
(g), which is expressed as in Eq. (2):
Fig. 6. Connection of the nodal DOF of folded plate structures.
1 1 w
g (2)
l VT 2
The connection region of rails, sleepers, and bridge
deck, which is rather complicated to model, can be where l is the wave length, T is the period of the wave,
efficiently modeled by the use of variable-node NFS V is the vehicle speed, and w is the circular frequency
elements. In most engineering practice, a relatively fine of the wave.
finite element grid is used in areas of high stress gradi- The PSD functions for the generation of track irregu-
ents due to the abrupt geometrical changes or concen- larities have been proposed by many organizations and
trated loading and a rather coarse grid is used where the institutes for application in practice, such as SNCF of
stress distribution is relatively uniform. In this study, the France, FRA of USA and CSD, ZZO, SZD of the Czech
variable-node NFS elements are used as the transition Republic. Thus, different PSD functions are used
elements to connect the coarse finite element grid with depending on the characteristics of the rails used in each
the fine one, which efficiently generates a locally refined country. In this study, the PSD function proposed by the
finite element grid. practical measurement of FRA (USA) is used. Eqs. (3)
and (4) are the PSD functions for the generation of verti-
3.3. Finite elements for modeling the trackbridge cal track irregularities and lateral track irregularities [8]:
system
Ag22(g2 g21)
Sz(g) (m3) (3)
The model of the trackbridge system using NFS g4(g2 g22)
elements and beam elements is shown in Fig. 7. As the
NFS elements have 6 DOFs per node, the connection Ag22
Sy(g) (m3) (4)
between nodes of beam elements and those of NFS (g2 g21)(g2 g22)
elements does not create any problems due to discrep-
ancy in the number of nodal DOFs of both beam where g (m1) is the wave number considered in the
elements and plate/shell elements. generation, g1, g2, and A (m3) is the value determined
according to rail condition, classified into six classes. In
3.4. Generation of track irregularities this study, to generate the track irregularities with
respect to passing distance x, 1024 spectra are used in
Tracks generally have geometrical uncertainties in total. Vertical and lateral track irregularities are gener-
vertical and lateral directions that affect the dynamic ated by Eq. (5), where wavelength range is from 1.524
response due to passing trains. These uncertainties must to 304.8 m [9]:

Fig. 7. Modeling of trackbridge system with various finite elements.


1616 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

where Mj1 s is the sprung mass of the primary suspension,


N

z(x) 4Sz(gi)gicos(2gixbi) (5) mu is the unsprung mass of the primary suspension (1


i1 wheel and 1/2 axle), and g is gravitational acceleration.
where bi is the phase angle distributed between 0 and Kpi and Dpi (i = z,x,y) are spring constant and damping
2 randomly. In Fig. 8, the generated elevations of verti- coefficient of the primary suspension in the vertical, lat-
cal and lateral track irregularities are plotted for class 6 eral, and longitudinal direction of the vehicle model.
(good condition). m(v) is the friction coefficient between wheel and rail,
which is dependent on vehicle speed (v). wr, vr, and ur
are the relative deformation of the primary suspension
4. Equations of motion of the vehiclebridge of the first wheel of the jth bogie in vertical, lateral, and
system longitudinal direction. () represents the derivative with
respect to time. wb and vb are the deflection of the bridge
When a high-speed train moves on a bridge, the inter- in vertical and lateral direction.
active forces between the wheels and the rails are gener- In modeling the bridge with beam elements, the verti-
ated due to vibration of the train and the bridge, and cal, lateral, and longitudinal interactive forces as in Eqs.
track irregularities. The vertical (Fj1 j1
bz), lateral (Fby), and
(6)(8) are transferred to the node by interpolation (Fig.
j1
longitudinal (Fbx) interactive forces between the first 9). Then, the equation of motion of the bridge is given by
wheel of jth bogie and the rails are expressed as Eqs. [Mb]{q b(t)} [Cb]{q b(t)} [Kb]{qb(t)} (9)
(6)(8):
{Pb(t)}
bz (Ms mu)g Dpzw
Fj1 r Kpzwr muw
j1
j1 j1
j1
b (6)
where [Mb], [Cb], [Kb], and {qb(t)} are the mass matrix,
by Dpxv
Fj1 r Kpxvr muv
j1 j1
j1
b (7)
damping matrix, stiffness matrix, and vector of nodal
bx (Ms mu)gm(v) Dpyu
Fj1 r Kpyur
j1
j1 j1
(8) degrees of freedom of the bridge, respectively, and
{Pb(t)} is the load vector transferred to the nodes (k1,
k2, k3, k4, k5, k6, k7, k8, k1 + 1, k2 + 1, k3 + 1, k4
+ 1, k5 + 1, k6 + 1, k7 + 1, k8 + 1).
The Rayleigh damping scheme is used to form the
damping matrix [Cb] as a linear combination of the stiff-
ness and mass matrices as follows:
[Cb] a[Kb] b[Mb] (10)
where damping constants a and b are determined by
choosing the first and second natural frequencies.
From the above equations (1), (6)(9), the equation of
motion of the total vehiclebridge system is derived as
[Mtotal(t)]{q (t)} [Ctotal(t)]{q (t)} (11)
[Ktotal(t)]{q(t)} {Ptotal(t)}
and in the other form,

Fig. 8. Track irregularities with respect to passing distance. (a) Verti-


cal track irregularities; (b) lateral track irregularities. Fig. 9. Trainbridge interactive forces on the bridge.
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1617

Mb Mu(t) 0
0 T
q b(t)
Mv(t) q v(t)


CTc(t)

Cb Cp(t) Cc(t) q b(t)
Cv(t) q v(t)
(12)


K (t)T
c

Kb Kp(t) Kc(t)
Kv(t) qv(t)
qb(t)

Pb(t)
Pv(t)
where [Mtotal(t)], [Ctotal(t)], and [Ktotal(t)] are the mass
matrix, damping matrix, and stiffness matrix of the total
vehiclebridge system, respectively, which vary with
time as these matrices are determined by the positions
of the bogies. {Ptotal(t)} is the load vector and {q(t)} =
qb(t) qv(t)T is the vector composed of the nodal
degrees of freedom of the bridge and degrees of freedom
of bogies and joints. [Mtotal(t)] is composed of the mass Fig. 10. Storage scheme of the system matrices using skyline algor-
matrices of the bridge ([Mb]), the unsprung mass of the ithm.
train ([Mu(t)]), and the sprung mass of the train
([Mv(t)]). [Ctotal(t)] is composed of damping matrices of
the bridge ([Cb]), damping matrices of the train the two-span continuous PC box-girder bridge. In these
([Cv(t)]), damping matrices of coupling terms among the examples, a high-speed train of 20-car configuration,
DOFs of the train and the bridge ([Cc(t)]), and damping which is composed of two power cars, two power pass-
matrices of primary suspensions ([Cp(t)]). [Ktotal(t)] is enger cars, and 16 passenger cars, is operated. The
composed of stiffness matrices of the bridge ([Kb]), stiff- dynamic properties of the components of the high-speed
ness matrices of the train ([Kv(t)]), stiffness matrices of train are listed in Tables 14, which are the input data
coupling terms among the DOFs of the train and the of the equations in Appendix A.
bridge ([Kc(t)]), and stiffness matrices of primary sus-
pensions ([Kp(t)]). The load vector {Ptotal(t)} consists of 5.1. Simply supported steelconcrete composite bridge
contributions from the bridge ({Pb(t)}) and the train
({Pv(t)}). The simply supported steelconcrete composite rail-
To obtain the numerical solution for the equation of way bridge in Fig. 11(a) is modeled by four-node NFS
motion of the total vehiclebridge system, Newmarks elements and beam elements as shown in Fig. 11(b),
b method with average acceleration (g = 1 / 2 and b = where 480 four-node NFS elements and 172 beam
1 / 4), which is unconditionally stable, is used [4]. As elements are used. The material properties of the
shown in Eq. (12), the coupling terms between the DOFs example bridge are given in Table 5. The I-girder is
of the train and the bridge appear in the system matrices. modeled by the beam element with the offset of beam
Because the coupling terms are composed according to node. Because the NFS element is free of membrane and
the position of the bogies, which depends on the corre- shear locking problems, it is possible to obtain accurate
sponding time step, the storage scheme using a skyline analysis results even for thick plates (or shells). The con-
algorithm as shown in Fig. 10 is used to store the system ditions of the rails are assumed to be good, i.e., class 6.
matrices efficiently in computer memory units. Track structure is not modeled for simplicity of compari-
The previous analytic formulation can be extended to son with other analysis methods. The train, in this
analyze the case when two trains move on double tracks example, is operated at the speed of 350 km/h.
in the same direction. In actuality, two trains can pass In Figs. 12 and 13, the results of this study are com-
the entrance of a bridge at different times. However, in pared with those of the moving load analysis and simpli-
this study, it is assumed that the two trains pass the fied three-dimensional model for one train and two trains
entrance of the bridge at the same time. moving. Moving load analysis is the method mainly used
in the analysis of the bridge under traffic loads. The sim-
plified three-dimensional model is an efficient model
5. Numerical examples considering the eccentricity between the vehicle axles
and neutral axis of cross section [13]. Due to the effects
The aforementioned approach and developed com- of differences in the vehiclebridge interaction mech-
puter program are applied to the numerical examples. anisms and track irregularities, a few discrepancies
Two types of bridge are analyzed for numerical investi- appeared between the three analysis results. However,
gations, the simply supported steelconcrete bridge and the results are in good agreement with each other.
1618 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

Table 1
Dynamic properties of the mass constituent elements of the high-speed vehicle

Mass of body Weight (ton) Height of Inertia moment (ton m4)


centroid (m)

Ix Iy Iz

Power car 54.916 1.72 1131.9 59.4 1112.0


Power passenger car 42.758 1.535 1643.62 55.57 1697.07
Passenger car 26.373 1.627 981.34 34.27 981.34
Bogie of power car 2.446 0.56 2.593 1.645 3.068
Bogie of power passenger car 3.076 0.56 3.26 2.07 3.86
Bogie of passenger car 3.018 0.56 3.2 2.03 3.79
Wheelaxle set of bogie of power car 2.048 0.46 0.11 1.03 1.03
Wheelaxle set of bogie of power passenger car 2.104 0.46 0.11 1.03 1.03
Wheelaxle set of bogie of passenger car 2.104 0.46 0.11 1.03 1.03

Table 2
Dynamic properties of the primary suspension

Kind of bogie Spring coefficient (MN/m) Damping coefficient (MN s/m)

Kpx Kpy Kpz Dpx Dpy Dpz

Bogie of power car 9 40 1.225 0.01 0.022 0.01


Bogie of power passenger car 9 40 1.225 0.01 0.021 0.01
Bogie of passenger car 11 55 0.825 0.011 0.024 0.006

Table 3
Dynamic properties of the secondary suspension

Kind of bogie Spring coefficient (MN/m) Damping coefficient (MN s/m)

Bogie of power car Coil and elastic bearing Ksx = 0.302, Ksy = 0.302, Ksz = 1.268 Vertical oil damper Dsz = 0.02
Lateral oil damper Dsx = 0.03
Traction link Ksey = 10.29 Yawing damper Dyaw = 0.02

Bogie of power Coil and elastic bearing Ksx = 0.15, Ksy = 0.1, Ksz = 0.37 Vertical oil damper Dsz = 0.02
passenger car
Lateral oil damper Dsx = 0.03
Traction link Ksey = 10.29 Yawing damper Dyaw = 4.23

Bogie of passenger car Coil and elastic bearing Ksx = 0.1, Ksy = 0.1, Ksz = 0.3 Vertical oil damper Dsz = 0.0
Lateral oil damper Dsx = 0.03
Traction link Ksey = 0.8 Yawing damper Dyaw = 0.24

5.2. Two-span continuous PC box-girder bridge


Table 4
Dynamic properties of the rubber stopper spring
The analysis model presented in this study is verified
by comparing its results with those of the previous
Kind of bogie Spring coefficient, Kbsx experiment. The experimental results were obtained by
(KN/mm) operating a 20-car high-speed train on a two-span con-
tinuous PC box-girder railway bridge [2,10]. The high-
Bogie of power car 3.107 speed train is operated on the bridge at the speeds of
Bogie of power passenger car 5.619 200, 250, and 300 km/h in this verification. The two-
Bogie of passenger car 6.707
span continuous PC box-girder railway bridge is 14 m
wide, with ballasted double tracks with an eccentricity
of 2.5 m (Fig. 14b). The material properties of this
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1619

Fig. 13. Time history of vertical deflection at mid-span (two trains).

bridge are given in Table 6. The bridge is modeled by


four-node, variable-node NFS elements and beam
elements. The analysis model composed of these various
finite elements is shown in Figs. 15 and 16. Model A
is made of 864 four-node NFS elements and 290 beam
Fig. 11. Simply supported steelconcrete composite bridge (40 m- elements. Model B is made of 1344 four-node elements,
span). (a) Cross-sectional view; (b) finite element analysis model. 288 variable-node NFS elements, and 578 beam
elements. The conditions of the rails are assumed to be
good, i.e., class 6. To model the beam elements on a
two-parameter elastic foundation, a foundation stiffness
of k = 5107 (N / m) and second parameter k 1 = 1102
(N m) are used.
The vertical deflections at the center of the bottom
slab were adopted as the measured data in the in situ
test. The experimental results of this verification were
obtained by low pass digital filtering for the frequency
over 10 Hz of the measured data because, through the
spectral analysis of the measured data, the natural fre-
quencies for the main modes of the vehicles and bridge
were proved to be below 10 Hz. The data points of verti-
cal deflections in the numerical analysis are shown in
Fig. 12. Time history of vertical deflection at mid-span (one train). Fig. 14.
In Figs. 1719, the analysis results are compared with

Table 5
The material properties of the bridge

Items I girder (steel) Cross beam (steel) Slab (concrete)

Numbers 2 7
Youngs modulus (N/m2) 2.1 1011 2.1 1011 3.0 1010
Damping ratio (%) 2 2 2
Mass density (kg/m3) 7850 7850 2500
Poissons ratio 0.3 0.3 0.167
Flange width (mm) 800 350
Flange thickness (mm) 55 25 400 (thickness)
Web thickness (mm) 20 20
Area (A, m2) 0.161 0.091
Inertia moment (Iy, m4) 0.373 0.142
Inertia moment (Iz, m4) 0.470 102 0.181 103
Torsional constant (J, m4) 0.985 104 0.134 104
1620 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

Fig. 15. Finite element analysis model: Model A. (a) Three-dimen-


sional view; (b) mesh refinement at the bridge deck; (c) mesh refine-
Fig. 14. Two-span continuous PC box-girder bridge. (a) Lateral view; ment at the bottom.
(b) cross-sectional view.

the bridge deck, which are connected with the beam


the experimental results after filtering. Due to the intrin- elements of track structures, some parts of the whole
sic errors involved in the calibration of the in situ test, track structures are omitted in the modeling procedure.
construction of the bridge, calculation of the cross-sec- Therefore, in Model A, Youngs modulus should be
tional properties, and evaluation of mass and damping increased and the additional permanent weight of track
ratio, some discrepancies between the numerical analysis structures should be considered to compensate for the
results and those of the experiment are shown. However, omission of the stiffness and mass of the track system,
the vertical deflections of the analysis results are in good which resulted from the simplification of the track model
agreement with those of the experiment for each train using just four-node NFS elements. Youngs modulus
speed. Without being compared with experimental data, was increased to 3.4 106 (tonf / m2), and 40% of the
it can be predicted that the typical time history of the permanent weight of the track system, which were evalu-
vertical deflection for two trains passing will follow the ated from the preliminary analyses, were converted to
trend shown in Fig. 20. the additional mass density of the bridge. In Model B,
In a railway bridge, track structures, which allow the the same Youngs modulus as the design value was used
movement of the train, are constructed on the bridge and the additional permanent load of track structure was
deck. For the rigorous analysis of railway bridges, the not considered, because it was judged that the track sys-
track structures should not be ignored, because of their tem was sufficiently modeled by the various finite
heavy weight and considerable stiffness. Because, in elements, which were composed of the variable-node
Model A, just four-node NFS elements are used to model NFS elements and beam elements.

Table 6
The material properties of the bridge

Items Design value Model A Model B

Concrete
Youngs modulus (tonf/m2) 3 106 3.4 106 3 106
Poissons ratio 0.15 0.15 0.15
Specific weight (tonf/m3) 2.5 2.5 2.5
Damping ratio (%) 2.4 2.4 2.4
Permanent weight of track structure (tonf/m) 6.694 2.678 (40%) 0.0
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1621

Fig. 18. Comparison of the analysis results with the experimental


results (V = 250 km /h). (a) Data point A; (b) data point B.

Fig. 16. Finite element analysis model: Model B. (a) Three-dimen-


sional view; (b) mesh refinement at the bridge deck; (c) mesh refine-
ment at the bottom.

Fig. 19. Comparison of the analysis results with the experimental


results (V = 300 km /h). (a) Data point A; (b) data point B.

Fig. 17. Comparison of the analysis results with the experimental


results (V = 200 km / h). (a) Data point A; (b) data point B.
stiffness matrix by the nodal displacements. In Fig. 21,
the positions of the supports to analyze reaction forces
are shown. In Figs. 22 and 23, the time histories of reac-
The reaction forces at supports generated by the pass- tion forces at supports are shown for the cases of 1 train
ing of a train generally affect the neighboring structures. and 2 trains. Comparing Figs. 22 and 23, there is no
Therefore, it is necessary to assess the reaction forces great influence of the additional train, but the same
at supports both qualitatively and quantitatively in the degree of development of support reaction at supports
prediction processes of the dynamic behavior of a rail- B, D and F with respect to A, C and E is shown.
way bridge. This can be achieved by assembling the The dynamic impact due to the passing train can be
member forces at the nodal points of supports. The mem- evaluated by the well-known concept of the dynamic
ber forces can be obtained by multiplying the element magnification factor (DMF) as given in Eq. (13):
1622 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

Fig. 20. Typical time history of the vertical deflection for two trains
passing (V = 300 km / h). (a) Data point A; (b) data point B.

Fig. 21. The positions of the supports to analyze reaction forces.

|dm|
DMF d (13) Fig. 22. Time history of reaction forces at supports (one train). (a)
|sm| At A and B; (b) at C and D; (c) at E and F.
where |sm| is the maximum static response and |dm| is
the maximum dynamic response. trains moving. Even though the high-speed vehicle
In this example, the DMF is evaluated for a train moves on the bridge with a speed of 400 km/h, which
speed of 100400 km/h. The general condition of the is much higher than commercial operation speed, it is
rail is assumed to be class 4 of FRA. In Figs. 24 and seen that the maximum dynamic responses are much less
25, the DMF of the vertical deflections at the mid-span than the allowable values presented in the UIC code and
is shown. Although the variation of the DMF using the the specifications of Shinkansen.
simplified three-dimensional model, Model A, and
Model B almost always shows a similar tendency, it is
seen that the resonance is greatest at the speed of 300 6. Summary and conclusions
km/h when compared with other train speeds. Further-
more, it is also noted that the DMF at this speed exceeds In this study, a finite element model for the three-
the value (1.055) proposed by the UIC code and the dimensional FE analysis of high-speed vehiclebridge
value (1.106) in the specifications of Shinkansen. interaction was proposed, in which various improved
Bridges on which high-speed vehicles move need to finite elements were adopted to model the structural con-
be designed to ensure the safety of the train and the com- stituents of railway bridges. The deck of the railway
fort of the passengers. To satisfy these requirements, the bridge was modeled by variable-node NFS elements,
allowable values of maximum responses are specified in which showed high performance in dynamic problems
several design codes such those of the International Rail- such as high-speed vehiclebridge interaction. In the
way Federation (UIC) and the specifications of designing case of geometrical discontinuities due to complicated
bridges for Shinkansen. The maximum responses evalu- track structures, variable-node NFS elements are used
ated in this study are compared with the allowable values efficiently. In addition, by using NFS elements, the
by the codes/specifications and shown in Table 7. In folded plate structures such as box girders, which were
Figs. 26 and 27, the time histories of vertical acceler- modeled only approximately using conventional shell
ation of the upper slab with the maximum value (listed elements with five degrees of freedom per node, could
in Table 7) are shown for the cases of one train or two be modeled more accurately and efficiently. Applying
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1623

Fig. 23. Time history of reaction forces at supports (two trains). (a)
At A and B; (b) at C and D; (c) at E and F.

the proposed analysis model, the dynamic behavior of


the structural constituents of railway bridges could be
numerically analyzed in three-dimensional space.
For the verification of validity of the present approach,
two types of bridges were analyzed. The analysis results
were compared with those of previous research and also
with those of an experiment. In spite of many uncer-
tainties in the experiment, the analysis results were in
good agreement with those of the experiment. The nodal
displacements and the reaction forces at supports Fig. 24. DMF with respect to train speed (one train). (a) At A; (b)
at B.
resulting from the dynamic loadings of train passing
could also be obtained. These results can be used as
numerical input data to evaluate the dynamic effect due
to train passing, and to predict the fatigue life of struc- train and the grade of track irregularities. However, the
tural members of railway bridges. bridges analyzed in this study show no problems,
Applying the proposed analysis model, the DMF and induced by passing trains, in terms of serviceability.
the safety of the train and the comfort of the passengers Therefore, it is judged that the example bridges are over-
were also investigated. Through the numerical analysis, strengthened without rigorous consideration of the
it is noted that the DMF in the resonance state exceeds dynamic effects.
the values of the design codes/specifications. Accord-
ingly, there is the possibility that the dynamic effect of
passing trains may exceed the guidelines proposed in the Acknowledgements
design codes/specifications. In addition, it is noted that
the DMF should be evaluated by considering not only The authors are very grateful for the support from
the characteristic span length, but also the speed of the Smart Infra-Structure Technology Center sponsored by
1624 M.-K. Song et al. / Engineering Structures 25 (2003) 16111626

Fig. 26. Time history of vertical acceleration of the upper slab


(one train).

Fig. 27. Time history of vertical acceleration of the upper slab


(two trains).

Ministry of Science and Technology and Korea Science


and Engineering Foundation.

Appendix A. Equations of motion of a high-speed


train model

Equations of motion of one car with 16 DOFs

The equations of motion for one car of a multi-car train


can be derived by substituting the equations which define
the kinetic energy (Ek), potential energy (Ep), and damp-
ing energy (Ed) of power cars and passenger cars for
Lagranges equations of Eq. (1).
Fig. 25. DMF with respect to train speed (two trains). (a) At A; (b) To apply the Lagrange equations of motion, Ek, Ep,
at B. and Ed for the vehicle model with 16 DOFs as shown
in Fig. 2 are defined as follows.

Table 7
Comparison of the maximum responses with the allowable values for serviceability

Specifications Driving safety of train Driving comfort of passengers

UIC code v max0.35 g max / L1 /1700


3.43 (m/s2) 5.882 104
Shinkansen vmaxL / 1800
2.222 102 (m)
This study
One train v max(slab) = 2.04 (m / s2) (400 km/h, B) max / L = 3.603 105
vmax = 1.441 103 (m) (300 km/h, B)
Two trains v max(slab) = 2.61 (m / s2) (400 km/h, B) max / L = 3.538 105
vmax = 1.415 103 (m) (200 km/h, B)
M.-K. Song et al. / Engineering Structures 25 (2003) 16111626 1625

Kinetic energy (Ek) Relative deformations


1 RKsxi (1)i(xcxtl h2ftl) (1)m+1Lljc (A.7)
Ek {mc(x 2c z2c) (Ixcq 2c Izcj 2c)}
2
RKbsxi (1)i(xcxtl hbsftl) (1)m+1Lljc (A.8)


2
1
{m (x 2 y 2ti z2ti) (Ixtiq 2ti Ixtif 2ti (A.1) RDsxk (1)k+1{xcxtk hdftk}Lkjc (A.9)
2i 1 ti ti
RKsyi (1)l(ycytl h1qch2qtl) (A.10)
Iztij 2ti)}
(1)m+1e1(jcjtl)
where mc is the mass of car body and mti is the mass of
i-th bogie RDyawi (1)1{ycytl(h1 h2 hyaw)qc (A.11)
hyawqtl} (1)m+1e3(jcjtl)
RKszi zcztl (1)l+1Llqc (1)ie1ftl (A.12)
Potential energy (Ep)


4 4 RDszi zcztl (1)l+1Llqc (1)ie2ftl (A.13)
1
Ep K R2 KbsxiR 2
2 i 1 sxi Ksxi Rpxj (1)j+1(xtn h3ftnajtnGrxjubj)
Kbsxi
i1
(A.14)

Rpyj (1)q+1(ytnh3qtn) (1)vbujtnvbj (A.15)


4 4 8

KsyiR2Ksyi KsziR2Kszi KpxiR2pxi (A.2)


i1 i1 i1
Rpzj ztn (1) q+1
aqtn (1) buftnGrz
j+1
(A.16)

i1
KpyiR2pyi
8

i1
KpziR2pzi
2

i1
KseyiR2Kseyi wbj
RKseyk (1)k{ycytk(h1 h2 h3)qc} (A.17)
where i = 1 to 4, j = 1 to 8, k = 1 to 2, l = integer[(i
+ 1) / 2], m = integer[(i + 2) / 2], n = integer[(j + 3) / 4],
q = integer[(j + 1) / 2], v = integer[(j + 2) / 2], and ub, vb,
Damping energy (Ed) and wb are the deflection of the bridge in the longitudi-


2 4 nal, lateral, and vertical direction.
1
Ed D R 2 DyawiR 2Dyawi
2 i 1 sxi Dsxi i1


4 8 8 References
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