Czech MIDAS Techtalk Rail Structure Interaction Analysis

Czech
2015
MIDAS
TECH TALK
Rail Structure Interaction Analysis
HyeYeon Lee midas IT

Czech
1. Rail Structure Interaction Analysis
2. Rail Track Analysis Model Wizard
3. Dynamic Analysis of High Speed Train
2015
Rail Structure
Interaction Czech
Analysis
2015

Overview
1) Definition of Continuous Welded Rail (CWR)
Rails are continuously welded and thus, the length of one rail is longer than 200m.
ex > standard length rail (L=25m), longer rail (L=25~200m)
2) Necessity of Continuous Welded Rail

- The reduced impact force in the rails increases the life span of the rails and improves the ride quality.
- The decreasing noise and vibration by the reduced impact force is less impeding the ambient environment.
Q Wheel/rail impact forces
Q
Wheel impact
Dynamic amplification
6
forces occur 5
4
3
2
1
0
2 4 6 8 10 12 14 16 18 20 22
Time[ms]
3) Check Points for Continuous Welded Rail
- When temperature rises: track deformation

(buckling of rail)
- When temperature drops: fracture failure
MIDAS Information Technology Co., Ltd. 4

Track-Bridge Interaction
Traction/Braking loads
Temperature Train vertical loads
Longitudinal displacements
abutment pier at top surface of deck end

Track-Bridge Interaction
1) Axial Forces in a Continuously Welded Rail Track on Embankment 2) Axial Forces in a Continuously Welded Rail Track on Bridge
(Thermal Load on the Rail) (Thermal Load on the Bridge)
Axial forces
Resistance
in the rails
Additional rail
F E A T stresses
Continuous welded rail
Fixed end Movable end
Displacement in the rails (mm)
Distance (m)
Axial forces in the track on embankment Track/bridge interaction due to

under thermal loading thermal loading

Design Requirements for Track/Bridge Interaction Analysis

Design Standards: UIC774-3, EN 1991-2
Design Criteria
Item Loads
Gravel ballast bed Concrete bed
R1500: 72N/mm2
R700: 58N/mm2
Compressive stress Thermal loads 92N/mm2
Additional rail R600: 54N/mm2
Traction/braking loads
stress R300: 27N/mm2
Train vertical loads
Tensile stress 92N/mm2 92N/mm2
<5mm Check the stability (the

Longitudinal relative displacement in <30mm (when rail uplift force and
Traction/braking loads
bridge deck expansion device at both compression) of rail
ends) fastener
Check the stability (the
longitudinal displacement due to rotation
uplift force and
of the deck end between deck and deck or Train vertical loads <8mm
compression) of rail
between deck and pier
fastener
Opening displacement when split web at

rail end takes place (applying cable Same as the gravel track
Thermal loads D=(R2-(R-)2)
signaling system or zero-longitudinal
resistance rail (ZLR) fastener)

Design Loads
1) Thermal Loads
- If all of the spans in the bridge consist of a continuous welded rail, thermal loads are applied to the bridge and rails or the
rails only.
- If rail expansion joints are present on the bridge, thermal loads are applied to both the bridge and the rails.
- Temperature variations in the rails and bridge are as follows:
. Rails: in summer=+40, in winter=-50
. Bridge: concrete structures= 25, steel structures= normal temperature area 35, cold temperature area 45
2) Traction/Braking Loads
- Traction/braking loads are uniformly distributed and applied to the two front positions of the rails. The magnitude
of load and the loaded length are as follows:
Traction loads braking loads

Type of Track
Magnitude of Load Loaded length Magnitude of Load Loaded length
High-speed railway 33kN/m/track 33m 20kN/m/track 400m
Normal railway 24kN/m/track 33m 12kN/m/track 300m
- For the cases such as an exclusive subway track, light rail transit, etc where the design loads are different,
transformed uniform loads which correspond to of the rail axial loads are used. The loaded length is equal to
one maximum coach.
- Traction/braking loads are applied concurrently with the associated vertical loads.
- Traction/braking loads are applied to the positions that will cause the most unfavorable rail stresses or bridge
deformations.
Design Loads
3) Train Vertical Loads

-For a high-speed railway, HL load does not include - For a normal railway, LS load and an equivalent load
an impact factor. For a passenger locomotive, HL can be applied and an impact factor is not
load can have a uniform load of 60kN/m. considered.
(a) LS load (L-load)

(a) HL load 95kN/m
74kN/m
(b) Equivalent LS load
(b) Equivalent HL load
- For an exclusive subway track, EL-18 load or an equivalent

uniformly distributed load can be applied.
- For a double or more track bridge, only two tracks will be
loaded with train vertical loads.
- For a multi-span continuous bridge, only the deck near the
critical positions will be loaded.

Load Combinations
- Load combinations used for computing the rail stresses and the longitudinal loads acting on bearings
R = R (Thermal loads) + R(Traction/braking loads)+R(Train vertical loads)
- When computing the stresses and displacements in the rails for a continuous or simply supported bridge deck:
,,=1
- When using the computational analysis method, the interaction due to traction/braking loads and train vertical
loads can be separately computed.

Procedure when Requirements are not satisfied
The limits to the axial force and displacement

of a continuous welded rail on bridge are exceeded
Countermeasure
Support layout
bridge Span composition
Stiffness of deck
Conditions for building rail expansion joints
Use zero-longitudinal resistance
track
rail fasteners
Minimum separated distance between expansion joints
Separation distance from a turnout
Separation distance from the terminus for a transition
Economic efficiency curve
Separation distance from the terminus for a bell curve
Compare the maintenance cost for rail Requirements for building the bridge deck
expansion joints with the cost of bridge
construction

Flow Chart
Check the axial force
and displacement in OK Continue
the rails
NG
Modify the support placement
NG Check the axial force OK

and displacement in
the rails
NG
Modify the span composition

and displacement in
the rails
NG
Modify the stiffness of deck

and displacement in
the rails
NG
Use a zero-longitudinal resistance rail fastener

and displacement in
the rails
NG
Consider building REJ (rail expansion joint)
NG Analyze the economical OK Allow the construction of rail

Submit the report 12
MIDAS Information Technology Co., Ltd. efficiency expansion joint
Track-Bridge Interaction Analysis

1) Computational Analysis
- Considerations for modeling
Placement of bearings, the dimensions and properties of the deck and pier, the bending stiffness and the height of deck,
the neutral axis of deck, and the lateral and bending stiffness of foundation.
Rail expansion joint
Rail Spring for the longitudinal
resistance of ballast (Bilinear)
2. Idealized bilinear curve (under train loading)
1. Observed data
Longitudinal
resistance of
the roadbed 3. Bilinear curve when train loading is not applied
Embankment section
Bridge deck
Longitudinal displacement of the rail

Centerline of track
- Finite elements
Rigid Link
Rail and bridge: Beam elements
Ballast or pad: nonlinear spring elements

Neutral axis of bridge deck
- Modeling method
Rigid Link
Element length: 1~2m is recommended
Bearing
Analysis Methods
- The accuracy depends on the computational analysis methods.
- The following two computational analysis methods are available:
. Separate analysis: thermal loading, traction/braking loading and train vertical

loading are separately considered.
. Complete Analysis: thermal loading, traction/braking loading and train vertical

loading are concurrently applied.
- Depending on the global structural system, the separate analysis is more likely to
produce the greater axial forces than the staged analysis.

Analysis Methods
Simplified Separate Analysis Complete Analysis

Rail Track
Analysis Model Czech
Wizard
2015

Rail Track Analysis Model Wizard (Layout)
Advanced: define the fixed ends freely and

adjust the span length
ZLR: Specify the zero-longitudinal resistance rail

fastener (the resistance of ballast is set to zero for
the specified sections.)
ex ) 4@50,70: four decks with the length of 50m and
a deck with the length of 70m. The total length of REJ: Place the rail expansion joint for each track
bridge section is 270m.

Rail Track Analysis Model Wizard (Section)

Define Tapered Section
Tapered Section Assignment

Sections at 0.1 of the total span length: Span_2
Sections at 0.5 of the total span length: Span
Sections at 0.9 of the total span length: Span_2
Tapered Option
Start 0.1~Start 0.5: Z Axis Curved Type (Quadratic) , From (J-end)
Start 0.5~Start 0.9: Z Axis Curved Type (Quadratic) , From (I-end)
Rail Track Analysis Model Wizard (Boundaries)

1 1 . Lateral Resistance Data
- Enter gravel ballast data and concrete ballast data.
- For gravel ballast, the resistance of ballast is different between the stress
check and the displacement check.
2. Define Condition
- Select either gravel ballast or concrete ballast for the entire section.
- Via the Advanced function, select either gravel ballast or concrete ballast by
sections (For undefined sections, gravel ballast is used).
3 2
3. Boundary Types
Spring Type Bearing Type

Rail Track Analysis Model Wizard (Boundaries)

4. Modeling by Sections
1) Embankment section 2) Section connecting embankment and deck start point 3) Section connecting deck start and end points
5. Boundary Conditions Taking into Account the Effective Length
The resistance of ballast entered should be in kN/m and is longitudinal resistance.

The resistance multiplied by the effective length will be used in the model.
Rail Track Analysis Model Wizard (Load)

1. Accelerating/braking/vertical train loads can be freely entered by sections in a tabular format.
The length and magnitude of load can be entered with reference to the left end of the model.
Case 1: Single Track Case 2: Double Track
-Running Direction: the direction in which the train runs. Define either Keep Right or Keep Left.
-Train Section: Train section is recognized when a vertical load is entered. When a vertical Load is excluded, define Train Section and apply Loaded
Condition.
- Load Type: For single track, in general, apply either accelerating loads or braking loads. For double track, apply accelerating loads and braking loads
for each track. As far as train vertical loads are concerned, various uniform loads can be applied by sections and therefore HL load, which is most
frequently used, can be easily represented.
2. Files are added for the moving load analysis

- Number of Track Loading Locations: the number of moving times of train load. If n is entered, n files are added.
- Location Increment for each Model: the increment of moving load per track. If n is entered, the train moves by n and the boundary conditions
are assigned to the section to which the train load is applied.
ex> If Number of Track Loading Locations is 3 and Location Increment for Track is 10, the train moves forward by 10m, 20m and 30m and three files are added.

Rail Track Analysis Model Wizard
1 .Stress Check Model Option

This option creates a file to check the additional stresses.
-Simplified Separate Analysis Model
-Complete Analysis
2. Displacement Check Model Option

This option creates a file to check the displacements. In this file, the resistance of ballast applied at Unloaded Condition is different for the case of
gravel ballast. In addition, this file is available only for Simplified Separate Analysis Model.
- Relative Longitudinal Displacement Component due to Acceleration and Braking Alone
- Relative Longitudinal Displacement Component due to Vertical Effects
-Relative Longitudinal Displacement Component at Rail Expansion Joints
- Rail Break Gap Size

Case Studies
For the case of a high-speed railway with gravel ballast and double track, the following properties are defined for rail, ballast and horizontal
alignment:
Track Item Property Unit Value Remark
UIC60
Rail Cross-sectional area A m2 7.669E-3
Moment of inertia Iyy m4 30.363E-6
Gravel ballast
Longitudinal resistance (Unloaded) kN/m 12.0~20.0 Stress check: 20.0

Ballast Displacement check: 12.0
Longitudinal resistance (Loaded) kN/m 60.0
Limit displacement mm 2.0
Horizontal Tangent section

alignment
PC Box girder bridge is chosen for the high-speed railway track.

The dimensions of girder and the geometric relation between the girder and track are defined as follows:
Neutral Axis
Equivalent Modulus Cross-
Span Length Moment of Inertia (Girder Reference Main Girder Height
Girder Type of Elasticity sectional Area
Location)
(m) ( E : N/m2 ) ( A : m2 ) ( Iyy : m4 ) ( Izz : m4 ) (d:m) (H:m)
PC Box 40 2.8 x 1010 12.0 20.0 165.0 1.11 3.5
6
The longitudinal resistance of deck is set to 1.5 x 10 kN/m.
Case Studies
For the case of a high-speed railway with gravel ballast and double track, the rail, ballast and horizontal alignment are defined as follows:
Simple bridge type

40m 40m 40m 40m 40m 40m 40m 40m 40m 40m
Continuous bridge type

80m 80m 80m 80m 80m

Case Studies
Axial stress by temperature load (Simple span bridge)
-26.6 MPa
Axial stress by temperature load (Continuous bridge)
-44.1MPa
Because the simple bridge type gives the smaller additional stress than the continuous bridge type, the simple bridge type is adopted.
Case Studies
Axial stress by temperature (+25C) at Unloaded Condition
-26.6 MPa
Axial stress by temperature, traction and vertical train loads at Loaded Condition
-35.6MPa

Case Studies
Axial stress by temperature, braking and vertical train loads with different train position

Check Displacements
1) Relative Displacements between the Rails and Bridge

- Restrict the deformations of the deck and the track to prevent the excessive relaxation of ballast.
- Limits to the relative lateral displacements between the bridge deck and rails under traction/braking loads: 4mm or less
- Exceptions are made for the cases where the zero-longitudinal resistance rail fastener is used and the special treatment is
done for the contact underneath the rails.
2) Limits to the Relative Longitudinal Displacements in the Bridge Deck

- Limits to the absolute longitudinal displacements between the bridge deck and pier or between the bridge deck
and deck under traction/braking loads: 5mm or less
3) Limits to the Longitudinal Displacements in the Deck End due to the Angle of Rotation
- Limits to the longitudinal displacements in the deck end due to the rotation of the deck end under train vertical
loads: 8mm or less
Longitudinal displacements
abutment pier at top surface of deck end
Limits to relative longitudinal displacements Limits to displacements due to rotation of deck end
Case Studies
Relative Longitudinal Displacement by traction loads

Case Studies
Relative Longitudinal Displacement by vertical train loads
Tip> If the deck is defined by Center-Top, the nodal displacements at deck top are produced and
these include the nodal displacements due to rotational angle. If the deck is defined by centroid,
the nodal displacements at deck top can be computed using the following equation:
Relative displacement due to rotation of the end
= displacement Dx at neutral axis + distance from centroid to deck top x sin(Rot Ry)
Factors Affecting the Axial Forces in Track (1)

1) Longitudinal Resistance of Track
Longitudinal resistance of track vs. longitudinal
Bi-Linear behavior of longitudinal resistance of track
displacement of rail
Allowable longitudinal resistance of track
Longitudinal
Limit displacement
Type of Track Load Case resistance of track Remark
(mm)
(kN/m)
Loaded Case 2.0 12.0~20.0 Note 1
Gravel track
Unloaded Case 2.0 60.0
Concrete track or frozen Loaded Case 0.5 40.0 Note 2

ballast track Unloaded Case 0.5 60.0
Note 1: Apply 20.0kN/m when checking the rail stresses and apply 12.0kN/m when checking the displacements in the structure
Note 2: In the case when tests for longitudinal resistance are conducted, values derived from tests can be used.

Axial stresses of Ballast Bed in the longitudinal direction
Loaded Condition
Unloaded Condition (under thermal loads) (traction/braking loads and vertical loads added)
Axial stresses of Concrete Bed in the longitudinal direction

Loaded Condition
Unloaded Condition (under thermal loads) (traction/braking loads and vertical loads added)
MIDAS Information Technology Co., Ltd.

Longitudinal axial stress is about 30% less in the ballast track than in the concrete track under the same conditions. 32
2) Zero-Longitudinal Resistance Rail (ZLR) Fastener in the Bridge Section
Characteristic behavior of zero-longitudinal resistance rail fastener
- The zero-longitudinal resistance rail fastener behaves similarly to the conventional rail fastener for the gravity
load but generates a gap between the rail and the rail fastener not to introduce longitudinal resistance.
<Gap between rail fastener and rail base> <Downslide of rigid body of rail fastener> <Vertical load-displacement diagram>
Installing ZLR fastener can reduce about 29% of the axial stress.

Factors Affecting the Axial Forces in Bridge (1)

1) Expansion Length
- Illustrations of expansion lengths
- Type 1 - Type 2
- Type 3 - Type 4
- Maximum expansion length recommended by UIC774-3 for a single deck railway bridge with gravel ballast not needing
REJ (rail expansion joint)
. 60m: Steel structure with gravel ballast track (the maximum length is 120m when a support exists in the middle)
. 90m: Steel or concrete bridge with gravel ballast track and concrete slab
(the maximum length is 180m when a support exists in the middle)
. For the ballastless track, detailed analysis should be conducted.
L 2L


- Type 1
-Unloaded Condition : 26.48 MPa -Loaded Condition : 32.86 MPa
- Type 2

- Type 3
- Type 4
Axial stresses in the longitudinal direction under the same conditions:

Type 2 (14.07 MPa) < Type 4 (26.43 MPa) < Type 1 (32.86 MPa) < Type 3 (42.05 Mpa)
2) Span length
- Train vertical loads can cause the longitudinal deformations in the girder, and the span length is the factor
causing the track/bridge interaction.
3) Bending stiffness of the deck and the deck height
- Because of the bending of deck, train vertical loads on bridge can cause interactions.
- The bending of deck induces longitudinal deflections at top surface of the deck end and therefore causes the
relaxation of gravel track.
2@40M_FMM_Vertical Load
-35
0.1 Ko
-30
0.5 Ko
1.0 Ko
-25
2.0 Ko
Rail Stress (MPa)

10 Ko
-20
-15
-10
-5
-The effect of bending in deck end 0

1.0 EI 1.5 EI 2.0 EI
Stiffness of Deck
4) Support stiffness
K: Total stiffness of support
: relative displacement between the upper and lower parts of bearing
Bending of Pier Rotation of Foundation Displacement of Foundation
-Factors affecting the support stiffness K

5) Effects of support layout of bridge

-Types of bearing
FFFF type FMM type
FM type MFM type
FMMF type MFMM type
Axial forces by FF-MM type Axial forces by FM type


Cases illustrating the effects of support layout of bridge
- Case1: Simple bridge ( 1@30 8 Span)
FMFM type MFFM type
38.1 MPa 28.1 MPa
Axial force is about 26% less for MFFM type (28.12 MPa) than in the FMFM type (38.08 MPa) when other conditions are identical.
- Case 2: 2 span continuous bridge (2@30 4 Span)

MFM type FMM type
29.8 MPa 54.2 MPa

Axial force is about 45% less for MFM type (29.77 MPa) than in the FMM type (54.20 MPa) when other conditions are identical.

6) Axial forces affected by span composition
78.7 MPa 60.6MPa
59.7 MPa
Case 1 : 78.75 MPa > Case 2 : 60.63 MPa > Case 3 : 59.72 MPa
Axial force is 24.2% less for Case 3 than in Case 1.
Dynamic Analysis
of High-speed Czech
Train
2015

3. Dynamic Analysis of High-speed Train
Rail-structure Interaction in High-speed Train
Consideration of Forces
- The braking force when a train stops on the bridge
- The longitudinal force due to seasonal temperature difference
MIDAS Information Technology Co., Ltd. ballast behaves nonlinearly 43

Dynamic Nodal Load

Train Dynamic Load Generation

Thank you!

Czech MIDAS Techtalk Rail Structure Interaction Analysis

Enviado por

Dados do documento

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Czech MIDAS Techtalk Rail Structure Interaction Analysis

Enviado por

Direitos autorais:

Formatos disponíveis

Czech

HyeYeon Lee midas IT

2. Rail Track Analysis Model Wizard

3. Dynamic Analysis of High Speed Train

Rail Structure Interaction Analysis

HyeYeon Lee midas IT

ex > standard length rail (L=25m), longer rail (L=25~200m)

2) Necessity of Continuous Welded Rail

3) Check Points for Continuous Welded Rail

- When temperature rises: track deformation

MIDAS Information Technology Co., Ltd. 4

Temperature Train vertical loads

MIDAS Information Technology Co., Ltd. 5

Continuous welded rail

Fixed end Movable end

Displacement in the rails (mm)

Axial forces in the track on embankment Track/bridge interaction due to

MIDAS Information Technology Co., Ltd. 6

Design Requirements for Track/Bridge Interaction Analysis

Tensile stress 92N/mm2 92N/mm2

<5mm Check the stability (the

Opening displacement when split web at

MIDAS Information Technology Co., Ltd. 7

Traction loads braking loads

3) Train Vertical Loads

(a) LS load (L-load)

(b) Equivalent LS load

(b) Equivalent HL load

- For an exclusive subway track, EL-18 load or an equivalent

MIDAS Information Technology Co., Ltd. 9

R = R (Thermal loads) + R(Traction/braking loads)+R(Train vertical loads)

MIDAS Information Technology Co., Ltd. 10

Procedure when Requirements are not satisfied

The limits to the axial force and displacement

bridge Span composition

MIDAS Information Technology Co., Ltd. 11

NG Check the axial force OK

NG Check the axial force OK

NG Check the axial force OK

NG Check the axial force OK

NG Analyze the economical OK Allow the construction of rail

Track-Bridge Interaction Analysis

Longitudinal displacement of the rail

- The accuracy depends on the computational analysis methods.

- The following two computational analysis methods are available:

. Separate analysis: thermal loading, traction/braking loading and train vertical

. Complete Analysis: thermal loading, traction/braking loading and train vertical

MIDAS Information Technology Co., Ltd. 14

Simplified Separate Analysis Complete Analysis

MIDAS Information Technology Co., Ltd. 15

Rail Structure Interaction Analysis

HyeYeon Lee midas IT

Rail Track Analysis Model Wizard (Layout)

Advanced: define the fixed ends freely and

ZLR: Specify the zero-longitudinal resistance rail

MIDAS Information Technology Co., Ltd. 17

Rail Track Analysis Model Wizard (Section)

Tapered Section Assignment

Rail Track Analysis Model Wizard (Boundaries)

MIDAS Information Technology Co., Ltd. 19

Rail Track Analysis Model Wizard (Boundaries)

5. Boundary Conditions Taking into Account the Effective Length

The resistance of ballast entered should be in kN/m and is longitudinal resistance.

Rail Track Analysis Model Wizard (Load)