Analysis on running safety of train on the bridge considering sudden change of wind load caused by wind barriers

doi:10.1007/s11709-017-0455-1

Front. Struct. Civ. Eng.

2018, Vol. 12

Issue (4) : 558-567 https://doi.org/10.1007/s11709-017-0455-1

Research Article

Analysis on running safety of train on the bridge considering sudden change of wind load caused by wind barriers

Tian ZHANG^1,²(

), He XIA³, Weiwei GUO³

¹. Institute of Road and Bridge Engineering, Dalian Maritime University, Dalian 116026, China
². Beijing’s Key Laboratory of Structural Wind Engineering and Urban Wind Environment (Beijing Jiaotong University), Beijing ?100044, China
³. School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China

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Abstract

The calculation formulae for change of wind load acting on the car-body are derived when a train moves into or out of the wind barrier structure, the dynamic analysis model of wind-vehicle-bridge system with wind barrier is established, and the influence of sudden change of wind load on the running safety of the train is analyzed. For a 10-span simply-supported U-shaped girder bridge with 100 m long double-side 3.5 m barrier, the response and the running safety indices of the train are calculated. The results are compared with those of the case with wind barrier on the whole bridge. It is shown that the sudden change of wind load caused by wind barrier has significant influence on the lateral acceleration of the car-body, but no distinct on the vertical acceleration. The running safety indices of train vehicle with sectional wind barriers are worse than those with full wind barriers, and the difference increases rapidly with wind velocity.

Keywords wind barrier sudden change of wind load dynamic response running safety comfort

Corresponding Author(s): Tian ZHANG

Online First Date: 10 January 2018 Issue Date: 20 November 2018

Cite this article:

Tian ZHANG,He XIA,Weiwei GUO. Analysis on running safety of train on the bridge considering sudden change of wind load caused by wind barriers[J]. Front. Struct. Civ. Eng., 2018, 12(4): 558-567.

URL:

https://academic.hep.com.cn/fsce/EN/10.1007/s11709-017-0455-1
https://academic.hep.com.cn/fsce/EN/Y2018/V12/I4/558

Fig.1 Wind forces on the car body

Fig.2 Process of a vehicle moving into, in and out of the wind barrier

Fig.3 Finite element model of ten-span bridge with simply-supported U-shaped girders

Fig.4 Style of the wind barrier (Unit: cm)

Fig.5 Simulated fluctuating wind velocity time histories

case		$C D$	$C L$	$C M$	$C D'$	$C L'$	$C M'$
without wind barrier	no vehicle on bridge	1.549	0.263	0.025	?1.041	14.999	?0.552
without wind barrier	a vehicle on bridge	1.134	?0.725	?0.137	?7.732	?3.251	?0.686
with wind barrier	no vehicle on bridge	3.789	?0.052	0.161	?0.646	?2.747	?0.300
with wind barrier	a vehicle on bridge	3.374	?0.037	0.150	?0.758	?3.039	?0.328

Tab.1 Measured three-component force coefficients and their derivatives at zero angle of girder

case	$C D$	$C L$	$C M$	$C D'$	$C L'$	$C M'$
without wind barrier	1.573	0.012	0.898	?0.213	3.096	?0.160
with wind barrier	0.128	0.025	0.040	0.104	?1.749	0.361

Tab.2 Measured three component coefficients and their derivatives at zero angle of vehicle on bridge

Fig.6 Distribution of maximum lateral acceleration of car-body vs. mean wind velocity (V = 250 km/h)

Fig.7 Distribution of maximum vertical acceleration of car-body vs. mean wind velocity (V = 250 km/h)

Fig.8 Time history curve of the lateral acceleration of the first car-body

Fig.9 Time history curve of the vertical acceleration of the first car-body

Fig.10 Variation of offload factor with mean wind velocity (V = 250 km/h)

Fig.11 Variation of overturning factor with mean wind velocity (V = 250 km/h)

Fig.12 Time history curves of offload factors of a wheel-set (

u ‾

= 25 m/s, V = 250 km/h)

Fig.13 Time history curves of overturn factor of a vehicle (

u ‾

= 25 m/s, V = 250 km/h)

Tab.3 Maximum Sperling indices to evaluate the riding comfort (V = 250 km/h)

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