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Research Papers

Nonlinear Train-Bridge Lateral Interaction Using a Simplified Wheel-Rail Contact Method Within a Finite Element Framework

[+] Author and Article Information
Pablo Antolín1

Jose M. Goicolea, Javier Oliva

Miguel A. Astiz

School of Civil Engineering,  Technical University of Madrid,  Ciudad Universitaria, Madrid 28040, Spainmiguel.a.astiz@upm.es

1

Corresponding author.

J. Comput. Nonlinear Dynam 7(4), 041014 (Jul 10, 2012) (9 pages) doi:10.1115/1.4006736 History: Received December 15, 2011; Revised April 04, 2012; Published July 10, 2012; Online July 10, 2012

The evaluation of running safety of railway vehicles on viaducts requires the study of lateral dynamics for the coupled vehicle-bridge system. This includes the structural deformation of the bridge, the vehicle multibody dynamics, and the consideration of wheel to rail contact. In this work, a fully nonlinear coupled method for such study is presented. The model is developed in a modular way using finite element models for the structure and multibody dynamics models for the vehicles in an absolute reference, and implemented within an existing finite element commercial code. A key feature is the consideration of the kinematics and dynamics of nonlinear wheel to rail interface, considering elastic-frictional contact. This contact is based on a global geometric constraint between wheelset and track and tangential forces at local level of each contact point. Some elementary applications are presented for the behavior of the model for stable and unstable hunting motion when subjected to transient lateral loads such as a wind gust. These results show the relevance of considering nonlinear effects and in particular wheel to flange contact.

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Copyright © 2012 by American Society of Mechanical Engineers
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Figures

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Figure 1

For description of the wheelset kinematics three reference frames are used: the inertial reference frame (I, ei); the body coordinate system (w, eiw); and an intermediate frame which does not consider the rotation of wheelset around its axis of revolution (w, eiv)

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Figure 2

For track kinematics; in addition to the inertial frame, two more frames are used: an intermediate frame attached to the deck section (b, eib) and the track coordinate system (t, eit)

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Figure 3

Geometric compatible relative vertical motion Δzw and rotation Δψw for S1002 wheel profile and UIC60 rail

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Figure 4

Contact angle γ and rolling radii r at contact points of both wheels as a function of Δyw for the wheel and rail profiles S1002 and UIC60, respectively (a) Contact angle; (b) Rolling radii

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Figure 5

Contact reference frame (C, eic) at contact point of one wheel

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Figure 6

Flow chart of the contact forces determination algorithm

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Figure 7

Elastic wheelset model and impact load definition

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Figure 8

Dynamic responses of the elastic single wheelset under an impact load action: (a) v=200  km/h; (b) v=320  km/h

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Figure 9

Bridge and vehicle main distances (a) Bridge sketch; (b) Vehicle-bridge system sketch

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Figure 10

Lateral force history on vehicle car-body

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Figure 11

Lateral response of last wheelset when a wind gust load, which corresponds to a theoretical chinese hat function, is applied on vehicle car-body; vertical dotted lines mean left wheel flange contact with the rail

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Figure 12

Lateral response of the car-body under a wind gust load applied on it

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Figure 13

Tangential contact forces at the left wheel of the last wheelset of the vehicle; vertical dotted lines mean left wheel flange contact with the rail

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