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Research Papers

Exact Time Integration for Dynamic Interaction of High-Speed Train and Railway Structure Including Derailment During an Earthquake

[+] Author and Article Information
M. Tanabe

Kanagawa Institute of Technology,
Atsugi, Kanagawa 243-0292, Japan
e-mail: tanabe@sd.kanagawa-it.ac.jp

M. Sogabe

Railway Technical Research Institute,
Kokubunji, Tokyo 185-8540, Japan
e-mail: sogabe@rtri.or.jp

H. Wakui

Railway Technical Research Institute,
Kokubunji, Tokyo 185-8540, Japan
e-mail: wakui@rtri.or.jp

N. Matsumoto

Railway Technical Research Institute,
Kokubunji, Tokyo 185-8540, Japan
e-mail: nobel@rtri.or.jp

Y. Tanabe

Laboratory for Computational Mechanics, Inc.,
3-14-18 Kurihara Chuo, Zama 252-0014, Japan

Manuscript received October 27, 2014; final manuscript received May 1, 2015; published online October 23, 2015. Assoc. Editor: José L. Escalona.

J. Comput. Nonlinear Dynam 11(3), 031004 (Oct 23, 2015) Paper No: CND-14-1262; doi: 10.1115/1.4030829 History: Received October 27, 2014; Revised May 01, 2015

A robust and efficient computational method to solve the dynamic interaction of a high-speed train and railway structure including derailment during an earthquake is given. Mechanical models to express contact–impact behaviors during and after derailment are described. A modal reduction has been developed to solve nonlinear equations of motions of the train and railway structure effectively. The exact time integration in the modal coordinate is given that is free from the round-off error normally appeared in the numerical time integration for very small time increments to solve the interaction including derailment during an earthquake. Some examples are demonstrated.

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References

Figures

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Fig. 1

Contact modes between wheel and rail: (a) vertical direction and (b) transverse direction

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Fig. 2

Contact point s and contact angle α from the normal direction n on the contact surface

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Fig. 3

Derailment criterion of left wheel: (a) field‐side derailment and (b) gauge‐side derailment

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Fig. 4

Contact between wheel and track surface in the vertical direction after derailment

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Fig. 5

Contact between wheel and track surface in the transverse direction after derailment

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Fig. 6

Contact between wheel and guard on the track structure in the transverse direction

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Fig. 7

Rail and track elements: (a) rail element and (b) track element

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Fig. 8

One-dimensional nonlinear dynamic problem

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Fig. 9

Displacement response by the exact time integration

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Fig. 10

A Shinkansen car running on the rigid track with guards attached during an earthquake

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Fig. 11

Ladder track with guards attached

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Fig. 12

Vertical displacement of the left wheel

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Fig. 13

Relative displacement between the left wheel and rail in the transverse direction

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Fig. 14

A Shinkansen car on the ladder track with guards attached on a ten spanned viaduct during an earthquake

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Fig. 15

Transverse acceleration of the third pier: (a) at the base of the third pier and (b) at the top of the third pier

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Fig. 16

Vertical displacement of the right wheel

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Fig. 17

Relative displacement between the right wheel and rail in the transverse direction

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Fig. 18

Transverse acceleration of first wheel-set

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Fig. 19

Transverse acceleration of first truck

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Fig. 20

Transverse acceleration of car body

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Fig. 21

Impact force of the right wheel on the guard in the transverse direction

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