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Research Papers

A Simple and Efficient Numerical Method for Dynamic Interaction Analysis of a High-Speed Train and Railway Structure During an Earthquake

[+] Author and Article Information
M. Tanabe

 Kanagawa Institute of Technology, Atsugi, Kanagawa 243-0292, Japantanabe@sd.kanagawa-it.ac.jp

N. Matsumoto, H. Wakui, M. Sogabe, H. Okuda

 Railway Technical Research Institute, Kokubunji, Tokyo 185-8540, Japan

Y. Tanabe

 Laboratory for Computational Mechanics Inc., 3-14-18 Kurihara-chuo, Zama 228-0014, Japan

J. Comput. Nonlinear Dynam 3(4), 041002 (Aug 19, 2008) (8 pages) doi:10.1115/1.2960482 History: Received August 03, 2007; Revised October 24, 2007; Published August 19, 2008

In this paper, a simple and efficient numerical method to solve for the dynamic interaction of a high-speed train and railway structure during an earthquake is given. The motion of the train is modeled in multibody dynamics with nonlinear springs and dampers used to connect components. An efficient mechanical model for contact dynamics between the wheel and rail during an earthquake is presented. The railway structure is modeled with various finite elements. A nonlinear spring element based on a trilinear elastic-plastic material model is given for the concrete railway structure during an earthquake. A substructure model where a train runs repeatedly has been devised to obtain an approximated combined motion of the long train with many cars connected and the railway structure during an earthquake. A modal method has been developed to solve large-scale nonlinear equations of motion of the train and railway structure effectively. Based on the present method, a computer program DIASTARS for the dynamic interaction analysis of a Shinkansen train (high-speed train in Japan) and the railway structure during an earthquake has been developed. Numerical examples are demonstrated.

Copyright © 2008 by American Society of Mechanical Engineers
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References

Figures

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Figure 1

Mechanical model of a train

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Figure 2

Contact between the wheel and rail (a) jumping of the wheel on the rail and (b) running of the wheel-flange onto the rail

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Figure 3

Cross sections of the wheel and the rail

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Figure 4

Normal and tangential directions n and t on the contact surface between the wheel and rail

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Figure 5

Relationship between s and dy

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Figure 6

Clearance u in the transverse direction y

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Figure 7

A trilinear function F

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Figure 8

Stress-strain curve in the nonlinear spring element

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Figure 9

Railway substructure where a train runs repeatedly

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Figure 10

Experiment of a Shinkansen car on the shaking table

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Figure 11

Transverse acceleration of the car body

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Figure 12

Vertical displacement of the right wheel

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Figure 13

Wheel-weight at the left wheel

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Figure 14

Floating ladder track

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Figure 15

Shinkikukawa seismic wave (max.=2.6m∕s2)

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Figure 16

FEM model of the floating ladder track

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Figure 17

Vertical displacement of the rail at the center of the track

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Figure 18

Transverse acceleration of the first wheel

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Figure 19

Transverse acceleration of the car body

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Figure 20

Impact force between the first wheel and the rail

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Figure 21

A four-spanned steel-concrete hybrid bridge

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Figure 22

Seismic wave L1(max.=1.95m∕s2)

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Figure 23

Transverse acceleration response at P3

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Figure 24

Transverse and roll accelerations at the body of the first car

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Figure 25

Vertical displacement of wheels of the first wheel-set in the sixth car

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Figure 26

Force-displacement curve of P3

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