By Y. B. Yang
The economic operation of the bullet teach in 1964 in Japan marked the start of a brand new period for high-speed railways. due to the large quantity of kinetic strength carried at excessive speeds, a educate may perhaps engage considerably with the bridge or even resonate with it less than yes conditions. both vital is the using convenience of the teach autos, which relates heavily to the maneuverability of the educate in the course of its passage over the bridge at excessive speeds. This e-book is exclusive in that it truly is committed totally to the interplay among the aiding bridges and relocating trains, the so-called vehicle-bridge interplay (VBI). Finite point methods were constructed to regard interplay difficulties of varied complexities, whereas the analytical ideas demonstrated for a few regular difficulties are valuable for choosing the foremost parameters concerned. along with, a few box assessments have been carried out to make sure the theories established.This publication offers an updated insurance of analysis performed on a number of points of the VBI difficulties. utilizing the sequence of VBI parts derived, the authors learn a few frontier difficulties, together with the impression reaction of bridges with elastic bearings, the dynamic reaction of curved beam to relocating centrifugal forces, the soundness and derailment of trains relocating over bridges shaken through earthquakes, the effect reaction of 2 trains crossing on a bridge, the steady-state reaction of trains relocating over increased bridges, and so forth.
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Additional resources for Vehicle-Bridge Interaction Dynamics: With Applications To High-Speed Railways
1994), along with various integration schemes; and (3) the bk04-001 December 2, 2005 9:20 Vehicle–Bridge Interaction Dynamics Introduction bk04-001 17 Fourier transformation method (Green and Cebon, 1994; Chang and Lee, 1994). One essential feature with the VBI problem is that the number of vehicles acting on the bridge is time-dependent. The more the number of vehicles simultaneously acting on the bridge, the higher is the level for the vehicles to interact with the bridge. , the contact point positions, one feasible approach is to eliminate the DOFs of the vehicles not in direct contact with the bridge on the element level by the method of dynamic condensation (Yang and Lin, 1995).
It can be conveniently applied to cases involving a series of moving loads. The impact formulas provided by most current design codes are not consistent in physical units and lack a solid theoretical basis, of which the application should not be extended to bridges traveled by vehicles at high speeds. A more rational approach is to relate the impact factor, which is nondimensional, to the speed parameter, which is also nondimensional, deﬁned as the ratio of the driving frequency of the moving vehicles to the vibration frequency of the bridge.
2. Based on the analytical solution given in Sec. 2, impact factor formulas for the midpoint deﬂection and bending moment of the simple beam will be presented in Secs. 4, respectively, followed by the impact formulas for the end shear force in Sec. 5. The solution presented in Sec. 2 will be expanded to deal with the case of a simple beam under the passage of a train in Sec. 6, by modeling a train as the composition of two subsystems of wheel loads of constant intervals, with one subsystem consisting of all the front wheel assemblies and the other the rear assemblies.