Thesis Viva Presentation

22nd March 2010

Dr. Thomas P. Mullarkey Prof. Padraic E. O’Donoghue

Research Supervisor Internal Examiner
1. Introduction
2. Literature review
3. Wheel force represented as time varying nodal forces
4. Sprung mass represented by time varying stiffness
matrices
5. Unsprung mass represented by time varying mass,
damping, and stiffness matrices within a modal and
finite element framework
6. Wheel rail systems on irregularities
7. Conclusions & recommendations
8. Appendices
 Dynamic effects of trains traversing railway bridges
 Centre span of Boyne Viaduct Railway bridge
 Modelled using ANSYS finite element program

 ANSYS Strengths  ANSYS Limitations

 Element Library  No force between nodes
 Equation Solvers  Contact elements can’t model
 Post-processor tool irregularities or braking forces
 APDL Code  3D contacts need surface

 Development own models

 Wheels modelled as moving forces
 Wheels modelled as sprung masses
 Wheels modelled as unsprung mass (modal & finite element)
 Discussion on railway vehicles
 MF, MM, vehicle speed, vehicle spacing
 Discussion on railway bridge
 Beam, truss, natural frequency, damping, DAF
 Discussion on irregularities
 Wheel, rail
 Discussion on wheel-rail contact
 ANSYS contacts, hertz spring theory, VBI element
 Motivations
 Moving Force model suitable for long span bridges
 Time of execution of model are generally very short
 ANSYS cannot apply a force between nodes of a single element
 Developments
 Simple and Exact numerical models for single moving force
 Expand models for several moving forces
 Results
 Validated using numerical models from the literature
 Simulate 2D and 3D Boyne bridge to several moving forces
 Resonance can occur due to closely spaced vehicle loadings
 Motivations
 ANSYS contact elements are unable to model irregularities
 Develop elements that can model smooth rail and irregularities
 Developments
 Vertical spring under wheel i.e. Hertzian spring
 Longitudinal spring element – capture braking effects
 Lateral spring elements – stabilize 3D models
 Results
 Validate model results with results from the literature as well as
ANSYS contact elements
 Train wheels as sprung masses traversing Boyne Viaduct
 Motivations
 To address the issue of omitting convective acceleration
 The ability to compare with sprung mass models
 Developments
 Modal method for moving unsprung mass
 Finite element model for moving unsprung mass
 Expand to simulate several moving unsprung masses
 Results
 Validate model results with results from the literature
 Addressing Akin & Mofid’s incorrect model results
 Sensitivity of internal forces
 Train wheels as unsprung masses traversing Boyne Viaduct
 Motivations
 Simulate realistic wheel-rail conditions
 ANSYS contact elements cannot model irregularities
 Developments
 Modify sprung mass model to simulate rail irregularities
 Modify unsprung mass models to simulate rail irregularities
 Results
 Validate model results with results from the literature
 Train traversing Boyne Viaduct with irregularities along rails
 ANSYS limitation for modelling moving forces
 Simple or Exact numerical models can now be used
 ANSYS contacts cannot model irregularities
 Development of WRC element
 WRC element more accurate than ANSYS contact elements
 WRC element can model rail irregularities, braking, lateral
stability, wheel separation as well as rigid rails
 Developed unsprung models
 Address the issue of Akin & Mofid’s results been inaccurate
 Comparable with sprung mass model (under certain circumstances)
 Contains many fundamental equations used throughout
the thesis as well as bridge and train properties
 Areas of interested include:
 Convention
 Elastic beam theory
 Finite element method applied to equation of motion of a beam
 Natural frequencies and modal shapes for a beam
 Beam Damping
 Newmark time integration scheme
 Bridge dimensions, material and section properties
 Railway vehicle dynamics