divided mass of vehicle-car per axle.

Actual ; for responses without considering dynamic

𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 umax_noiter
displacement 'u(x,t)' and generalised interaction(𝐹𝐹𝑘𝑘 = 0) 𝐷𝐷𝐷𝐷𝐷𝐷2 = ; for
upseudo-static
displacement q(t) at 'x' can be related as u(x , t)
= ∑𝑛𝑛 (𝑞𝑞(𝑡𝑡) Φn (𝑥𝑥)). responses after considering dynamic interaction
umax_dyna
After considering equilibrium of masses 𝐷𝐷𝐷𝐷𝐷𝐷3 = upseudo-static
;where umax_noiter and
mb and mc for kth. axle at time 't' , following
equations in coupled condition can be written in umax_dyna is the maximum displacement without
matrix form as (assuming displacements of and with dynamic interaction between vehicle
masses as 𝑦𝑦𝑏𝑏 and 𝑦𝑦𝑐𝑐 for bogie and car mass and structure respectively ; upseudo-static is the
respectively with respect to any global static displacement corresponding to minimum speed
point of reference and considering known chosen as vmin = 10 kmph ≡ 2.778 m/s which is
displacement as ' u ' of beam at position 'x') considered as the minimum displacement
equivalent to the response caused by static
𝑚𝑚𝑏𝑏 0 𝑦𝑦𝑏𝑏̈ 𝑐𝑐 + 𝑐𝑐 −𝑐𝑐 𝑦𝑦 ̇ loading . Maximum velocity will be considered
� � � � + � 𝑝𝑝−𝑐𝑐 𝑠𝑠 𝑐𝑐 𝑠𝑠 � � 𝑏𝑏 � +
0 𝑚𝑚𝑐𝑐 𝑦𝑦𝑐𝑐̈ 𝑠𝑠 𝑠𝑠 𝑦𝑦𝑐𝑐̇ as vmax = 300 x 1.2 ≈ 360 kmph ≡ 100.0 m/s.
𝑘𝑘𝑝𝑝 + 𝑘𝑘𝑠𝑠 −𝑘𝑘𝑠𝑠 𝑦𝑦𝑏𝑏 𝑘𝑘 0 𝑢𝑢
� � � 𝑦𝑦 � = − � 𝑝𝑝 �� � −
−𝑘𝑘𝑠𝑠 𝑘𝑘𝑠𝑠 𝑐𝑐 0 0 0 5. ANALYSIS OF THE MODEL
𝑐𝑐 0 𝑢𝑢̇
� 𝑝𝑝 � � � ................................................(𝐸𝐸2) For this study assume the number modes
0 0 0
as n = 1 for simplification and also considering
Therefore dynamic forces for (𝐸𝐸1) ,which is that first mode have maximum contribution
transferred through primary springs back to the towards the highest dynamic responses of the
𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑
beam will be, beam. After assuming 𝐹𝐹𝑘𝑘 = 0 from (𝐸𝐸1)
𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 displacement vectors 'u' (initial) is obtained. To
𝐹𝐹𝑘𝑘 ≡ 𝑘𝑘𝑝𝑝 (𝑦𝑦𝑏𝑏 − 𝑢𝑢) + 𝑐𝑐𝑝𝑝 (𝑦𝑦𝑏𝑏̇ − 𝑢𝑢̇ ) .....(𝐸𝐸3𝑎𝑎)
or solve for 𝐸𝐸1, numerical integration by time-
𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑
𝐹𝐹𝑘𝑘 ≡ −𝑘𝑘𝑠𝑠 (𝑦𝑦𝑐𝑐 − 𝑦𝑦𝑏𝑏 ) − 𝑐𝑐𝑠𝑠 (𝑦𝑦𝑐𝑐̇ − 𝑦𝑦𝑏𝑏̇ ) + stepping process (Newmark's Method for γ = .5 ,
𝑚𝑚𝑏𝑏 𝑦𝑦𝑏𝑏̈ .....................................................(𝐸𝐸3𝑏𝑏) β = .25 or average acceleration method,
or maintaining ∆t ≈ 0.02 sec , [3]) will be adopted.
𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 With initial 'u' vectors solve for 𝑦𝑦𝑏𝑏 and 𝑦𝑦𝑐𝑐 from
𝐹𝐹𝑘𝑘 ≡ 𝑚𝑚𝑏𝑏 𝑦𝑦𝑏𝑏̈ + 𝑚𝑚𝑐𝑐 𝑦𝑦𝑐𝑐̈ .........................(𝐸𝐸3𝑐𝑐)
(𝐸𝐸2). Derive 𝐹𝐹𝑘𝑘𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑 from (𝐸𝐸3) and derive 'q'
where for kth. axle, 𝑢𝑢̇ = ∑𝑛𝑛 𝑞𝑞𝑛𝑛̇ Φn �𝑥𝑥𝑟𝑟𝑘𝑘 � +
and 'u' from (𝐸𝐸1); This process is repeated until
∑𝑛𝑛 𝑞𝑞𝑛𝑛 × 𝑣𝑣 × Φ̇n �𝑥𝑥𝑟𝑟𝑘𝑘 � ..... (𝐸𝐸4)
a stable response (say in terms of displacement)
is obtained. The critical range of speed of
It can be noted that if the model of the vehicles
vehicles shall be chosen between vlow = 10 kmph
do not contain secondary suspension (or lumped
and vmax = 360 kmph. Mechanical properties for
into single layer) above dynamic force can be
the moving vehicles are (kept same for all of 10
expressed as ~ ( 𝑚𝑚𝑏𝑏 + 𝑚𝑚𝑐𝑐 )𝑦𝑦𝑐𝑐𝑐𝑐̈ . nos. of cases of HSLM ). For spring and damper
With these formulations there will be k constants, mean values are assumed, Table 1
sets of equation corresponding to 3 -DOFs (Extracted from Table 2 page-44[4]). For more
which shall be solved and final responses of the specific studies exact mechanical properties of
beam shall be obtained by linear superposition such elements should be used after considering
of the response caused by each moving axle. their deterioration and effectiveness during
Dynamic effects will be expressed as , usage etc.
8
according to [1] CDA = 𝐷𝐷𝐷𝐷𝐷𝐷1 = 1 + .15 +
6+𝐿𝐿

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:

dbhawalnce@gmail.com 4
Table. 1 : Summary of mechanical properties of Damping ratio, bridge (ξ) 0.5%
vehicle/rail-car models
Total axle load ( Pk ) HSLM-A (1 TO 10) any Case 2:
{17.0,18.0,20.0,21.0} x Span length (L) 80.0 m

103 kg Modal Mass (M1 ) ~ 2.039 x 105 kg

Mass :wheel-axle 𝑚𝑚𝑤𝑤 2000 kg Modal freq (f1 ) 3.113 Hz

Mass : bogie 𝑚𝑚𝑏𝑏 1500 kg Damping ratio, bridge (ξ) 0.5%

Mass 𝑚𝑚𝑐𝑐 ~ any one of 7. RESULTS AND OBSERVATIONS

[{17.0,18.0,20.0,21.0} x Table. 3 : Dynamic amplification at middle span
10 kg - (𝑚𝑚𝑤𝑤 + 𝑚𝑚𝑏𝑏 )]
3
Cases DIF1 DIF2 DIF3 HSLM Type
6
Primary suspension: 1.4 x 10 N/m 1 1.46 2.14 1.65 A2 (axle 200kN)
spring constant 𝑘𝑘𝑝𝑝 Passenger Coaches 2 1.24 1.91 1.66 A3(axle 180 kN)
4
Primary suspension : 1.0 x 10 N /(m/s)
linear damping coeff. 𝑐𝑐𝑝𝑝 From Table: 3 (case-1) and Fig. 3 , it is
found that with the given properties, for the
Secondary suspension: 0.41 x 106 N/m
20.0m span bridge the factor 'DIF1'
spring constant 𝑘𝑘𝑠𝑠 corresponding to code-based formula governs
Secondary suspension : 2.40 x 104 N till the speed of HST (high speed train) reaches
292 kmph. Also substantial benefit of reduction
linear damping coeff. 𝑐𝑐𝑠𝑠 /(m/s)
in DIF can be reaped by using vehicle-structure
Primary suspension: 2.45 x 106 N/m
interaction after including primary and
spring constant 𝑘𝑘𝑝𝑝 secondary suspensions when maximum
Traction/Power Coaches

Primary suspension : 2.0 x 104 N /(m/s) amplification occurs. The critical range of speed
is identified within 285 kmph and 305 kmph.
linear damping coeff. 𝑐𝑐𝑝𝑝
The point where the DIF reaches closest to the
Secondary suspension: 1.225 x 106 N/m DIF1 line (code based) found within the speed
spring constant 𝑘𝑘𝑠𝑠 range of 130 kmph and 140 kmph.
From Table: 3 (case-2) and Fig. 5 , it is
Secondary suspension : 2.0 x 104 N /(m/s)
found that with the given properties, for the
linear damping coeff. 𝑐𝑐𝑠𝑠 80.0m span bridge the factor 'DIF1'
corresponding to code-based formula governs
Properties of superstructures assumed for till the speed of HST (high speed train) reaches
different cases of investigations are as follows : 228.6 kmph. Here also substantial benefit of
reduction in DIF can be reaped by using vehicle-
Table. 2 : Summary of dynamic properties of structure interaction after including primary and
superstructures secondary suspensions when maximum
Case 1 : amplification occurs. The critical range of speed
Span length (L) 20.0 m is identified within 210 kmph and 240 kmph.
Modal Mass (M1 ) ~ 3.875 x 104 kg The point where the DIF reaches closest to the
Modal freq (f1 ) 8.557 Hz DIF1 line (code based) found within the speed
range of 95 kmph and 105 kmph.

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:

dbhawalnce@gmail.com 5
Fig. 3 : Dynamic amplification (DIF) for Case1, 20m Span within speed range of 10 kmph to 360 kmph

Fig. 4 : Maximum Displacement corresponding to maximum DIF3 for Case1, 20m Span

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:

dbhawalnce@gmail.com 6