Volume 21 Issue 2
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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2021  >  21(2): 117-128
ZHOU Zhi-hui, LIU Rui-tao, ZHU Zhi-hui, GONG Wei, YU Zhi-wu. Train passing analysis on large-span railway suspension bridge based on ANSYS-MATLAB co-simulation[J]. Journal of Traffic and Transportation Engineering, 2021, 21(2): 117-128. doi: 10.19818/j.cnki.1671-1637.2021.02.010
Citation: ZHOU Zhi-hui, LIU Rui-tao, ZHU Zhi-hui, GONG Wei, YU Zhi-wu. Train passing analysis on large-span railway suspension bridge based on ANSYS-MATLAB co-simulation[J]. Journal of Traffic and Transportation Engineering, 2021, 21(2): 117-128. doi: 10.19818/j.cnki.1671-1637.2021.02.010
shu

Train passing analysis on large-span railway suspension bridge based on ANSYS-MATLAB co-simulation

doi: 10.19818/j.cnki.1671-1637.2021.02.010
  • 1.

    School of Civil Engineering, Central South University, Changsha 410075, Hunan, China

  • 2.

    National Engineering Laboratory for High-Speed Railway Construction, Central South University, Changsha 410075, Hunan, China

Funds:

National Natural Science Foundation of China 52078498

More Information
  • Author Bio:

    ZHOU Zhi-hui(1976-), male, associate professor, PhD, zzhyy@csu.edu.cn

  • Corresponding author: ZHU Zhi-hui(1979-), male, professor, PhD, zzhh0703@163.com
  • Received Date: 2020-10-03
  • Publish Date: 2021-04-01
    Abstract
  • To study the driving dynamics of large-span railway suspension bridges with complex structures and significant geometric nonlinearity, a train-track-bridge coupled vibration analysis method was introduced based on the real-time interacting ANSYS-MATLAB co-simulation. The refined finite element models of suspension bridge and track structure were established in ANSYS. The mass, damping, and stiffness matrices of train were assembled in MATLAB according to the multi-rigid-body dynamics theory, and the dynamic differential equation coefficient matrices of track structure were exported to MATLAB. The dynamic differential equations of suspension bridge subsystem and track-train subsystem were established separately. Then, based on the multi-time-step strategy, the vibration responses of suspension bridge subsystem were calculated by considering the geometric stiffness of main cables and updating the stiffness matrices of structure in ANSYS with coarse time steps. The dynamic responses of track-train subsystem were calculated by considering the wheel-rail spatial contact relationship and applying track irregularities in MATLAB with fine time steps. The coupling solution between subsystems was realized via the real-time data exchange between ANSYS and MATLAB. The method was verified by analyzing the test data of a railway simply supported beam bridge with single span. The co-simulation method was applied to a 660 m-long railway suspension bridge to analyze the driving dynamics. Analysis result shows that the dynamic responses of bridge tend to increase and the driving safety and stability tend to deteriorate as the speed of train increases. The suspension bridge design can fulfil the safety requirements when the train speed does not exceed 180 km·h-1. Under the train dynamic loads, neglecting the geometric stiffness of suspension bridge results in an calculation error of 7.4% in the midspan vertical displacement. Considering the geometric stiffness without updating the bridge stiffness matrix leads to a calculation error less than 1% for the bridge and train responses. The results satisfy the required calculation accuracy. Therefore, the proposed co-simulation method can be used to analyze the driving dynamics of large-span flexible railway bridges. 4 tabs, 14 figs, 31 refs.

     

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