Beruflich Dokumente
Kultur Dokumente
Report
Title:
By:
Yaseen Srewil
The lecturer:
Date:
30/04/2007
TU .Dresden
Rehab. Eng. Master Program
Content
Summary....................................................................................................................................2
1 Introduction...............................................................................................................................2
2 Ballast Track System .................................................................................................................2
3 Longitudinal action due to uniform tempearture change ....................................................3
4 Longitudinal action dsue to braking forces............................................................................4
5 Longitudinal action dsue to traction .......................................................................................5
6 The effect of bending of the supporting bridge deck ..........................................................6
7 Sudden change of ballast stifness ..........................................................................................7
8 Conclusion .. ........................8
9 acknldegment ..9
10 References: ...............................................................................................................................9
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
Summary
The special lecture, which is given within frameworks of special lectures in Rehabilitation
Engineering program in Dresden University of technical for third semester by prof. Ruge,
was discussed the Track bridge railway interaction due to longitudinal loads. This lecture
concentrated at the truth the interaction between Track and structure cannot be
neglected specially for the rail continuously welded[1]. In addition, the steel bridge deck
will expand under high temperature. Therefore, there is different between the railway
before the bridge and railway behaviour on the bridge. This different behaviour should be
considered in design process.
1 Introduction
The interaction between rails and bridge aimed to recognize a safety and comfort
standards of bridges and running train vehicles. The rails are continuous between a bridge
and embankment at one or both ends of the structure, Even though the weight and
geometry of trains on rails is exactly known, as for bridges the Railway Bridges load models
do not describe actual loads. They have been selected in such a way that their effects,
within dynamics increments, which are taken into account separately. The longitudinal
rails forces have significant effect on railway bridge design, which resulted generally by:
the uniform temperature change ( t ), braking with braking forces ( P N ), changing of
[ m]
supporting structure or bending of the bridge deck[1], and sudden change of ballast
stiffness when the train cross the bridge. The longitudinal action due to traction or braking
will be resisted partly by the earthworks behind the abutment where the rails are
continuous and the remainder through bridge bearings. The thermal variations, or bending
of bridge deck, will produce indirect longitudinal at the bridge bearings. The longitudinal
action shall also be taken into consideration when designing the bridge bearings,
substructure and superstructure.[2] Moreover, the mutual influences of bridge and rail
structural behaviour are known as Track/bridge interaction. In this report will discuss these
phenomenons separately in detail. However, for the Ballasted Track Classical Track
which will get overview on it.
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
the construction principle of the classical track structure. Fastenings connect the rails and
sleepers. These components and other structures such as switches and crossings are all
considered as part of the track. The important development, since the begging of the
railways, was after Second World War includes introduction of continuous welded rail, use
of concrete sleepers, heavier rail-profiles, innovative elastic fastenings, mechanisation of
maintenance, and introduction of advanced measuring equipment and maintenance
management systems.
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
the characteristic value of the longitudinal action to be taken into account at the
bearings is given by :
FTk = 8(L2 -L1) (in kN) per track see figure 3.
For bridge carrying ballasted track with an expansion device adjacent to the moving end
of the deck and continuous over the fixed bearing at the other end, the characteristic
value of the longitudinal action to be taken into account at the bearings is given by:
FTk = (400+5LT) (in kN) per track.
This force is limited to 1100 KN per track.
1 (t ) = max [0.0189 t ]
if :
0 .0 s t 22 .3 s
22 .3 s t 26 .3 s
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
Other approaches can be use for calculating the barking forces on bridge, depending on
the influence length ( La,b) for braking effects for the structure elements considered.
The characteristic value of braking forces, which are applicable to all type of track
construction, e.g. continuous welding rails or joint rails, with or without expansion devices,
should be taken as following[6]:
In special cases, like for lines carrying special traffic (restricted high-speed passenger
traffic for example). The braking forces may be taken as equal to 25% of sum of axils-loads
acting on the influence length of the action effect of the structural element considered
with maximum value for Qlbk = 6000 kn . [6]
Qlak
effect
for
= 1000 kn. [6]
the
structural
element
considered
with
maximum
value
for
There are other considerations for above load such as the mulicomponent action when
defining the characteristic value of traction and braking, for more information can find in
the reference [6].
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
h
= 0,
hu
)
w
= ,
L
L
)
w = w ( x = ).
2
w( x ) =
q 0 L4 x
x
x
( 2 ( ) 3 + ( ) 4 ). Where, is a dynamic magnification factor [2]
24 EI L
L
L
Using the last equation, the maximum deflection at the centre of the span can be given
L
5 q 0 L4
)
w
=
w
(
x
=
)
=
,
as:
2
16 24 EI
5 q 0 L3
384 EI
The relative maximum deflection follows. using the last equation, the slope of bending line
can be formulated in terms of .
w ( x ) =
16
x
x
(1 6( ) 2 + 4 ( ) 3 ).
5
L
L
16
x
x
(1 6( ) 2 + 4 ( ) 3 ).
5
L
L
0 x lj
w ( x ) =
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
Elastic coupling[1]
Provided that the elastic coupling between rail and bridge is retained, the additional the
displacement of the rail due to bending of the structure is described by differential
equation.
EA z R c1 ( z R z B ) = 0
C1; stiffness is used since the track is loaded by live load q0.
By solving the differential equation, can be evaluated the bending of the structure
parameter.
For this case the additional displacement of the rail described by the following differential
equation.
EA z R = q ( x ).
The coupling between rail and structure is not effective anymore. A longitudinal restoring
force q(x) acts on the rail which depends on the available elastic deformation capacity
due to the complete preceding loading process. The situation bending (plastic) is thus
completely analogous to the loading case T (plastic). Assuming a linear variation of
longitudinal resistance q(x) between nodal values, the element stiffness matrix Kj and righthand side vector rj the vector of unknown variable.
q = c.u D ,
c = c1 cu .
uD = u R u B
)
for[u R u B ] p u
)
uD = sign(uR uB )u
)
for uR uB u,
a limitation of q is given:
)
)
c.u q c.u
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
to live load and braking. Thus, relieving load -q should be consider prior to subsequent
temperature change, if assumed that the train has left the bridge again.
The additional displacement of the rail is described in elastic coupling case by the
differential equation as the following[1]:
EA z R c1 ( z R z B ) = q
Where, c1 the stiffness of loaded ballast. And the additional displacement of the bridge
due to the sudden change of ballast stiffness is constant.
The additional displacement of rail due to the sudden change of ballast stiffness in plastic
situation is described by the following differential equation.[1]
EA z R = q ( x ) q ( x )
The relationship between the resistance and displacement for ballast track can be
presented as illustrate in figure 9 [7] [1].
The diagram illustrate that the stiffness as
soon as the load increases.
In winter the ballast, behave like concrete
due to ice action between it.
8 Conclusion
The longitudinal forces computation is very significant and should be taken into
account separately and the coupled track bridge analysis is required due to the
interaction between the track and structure.
It is possible to use the result of single- track bridge model for double-track bridge
with an abutment stiffness KA2 using KA = KA2/2 in the calculation.
01/04/2007 10:27:00
TU .Dresden
Rehab. Eng. Master Program
9 Acknowledgment
I would like to thank Prof. Ruge and the co-workers in the institute of Static and Dynamic,
for the efforts to organize these very useful lectures.
10 References:
[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
[9]
01/04/2007 10:27:00