A Comparative Study on Vertical Dynamic Responses of Three Types of Elevated Railway Tracks Subjected to a Moving Train

<table class="table-group" id="tab4"><tr><td><table class="table"><tr><td class="thead-hr" colspan="3"><hr/></td></tr><tr class="thead"><td class="align_left">Parameter</td><td class="align_center">Symbol</td><td class="align_center">Value</td></tr><tr><td class="thead-hr" colspan="3"><hr/></td></tr><tr><td class="align_left">Wheel mass</td><td class="align_center"><span style="width: 17.0849ptpx;"><svg height="9.23375pt" id="M152" style="vertical-align:-3.27284pt" version="1.1" viewbox="-0.0498162 -5.96091 17.0849 9.23375" width="17.0849pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M766 88L752 113C719 83 690 64 681 64C674 64 672 74 679 103L724 292C758 436 724 448 701 448C680 448 666 442 639 429C594 407 514 350 441 252H439L447 289C476 423 450 448 419 448C398 448 379 441 355 427C307 400 234 344 162 249H160L180 324C203 409 197 448 170 448C144 448 82 413 23 349L35 321C57 343 96 374 108 374C115 374 117 371 111 341C87 227 57 112 24 -6L32 -12C53 -4 81 4 108 6C119 68 134 128 149 171C177 229 309 383 364 383C387 383 388 355 373 282C354 190 330 92 303 -6L309 -12C332 -4 356 3 386 6C396 63 411 122 424 171C458 236 590 383 642 383C658 383 664 369 652 315L603 91C587 20 593 -12 619 -12C642 -12 708 23 766 88Z"></path></g><g transform="matrix(.0091,0,0,-0.0091,10.192,3.132)"><path d="M696 437H516V411C580 402 587 397 574 345C555 271 527 183 505 114H503C461 222 420 328 383 432H357C315 316 278 214 241 118H239C214 195 189 274 165 350C151 396 156 402 216 411V437H9V411C57 405 65 398 83 346C125 226 162 108 199 -11H227C267 100 308 199 346 300C387 195 428 97 468 -11H497C542 124 587 257 617 337C637 392 646 404 696 411V437Z"></path></g></svg></span></td><td class="align_center">1350 kg</td></tr><tr><td class="align_left">Axle load</td><td class="align_center"><span style="width: 12.8091ptpx;"><svg height="8.8423pt" id="M153" style="vertical-align:-0.2064009pt" version="1.1" viewbox="-0.0498162 -8.6359 12.8091 8.8423" width="12.8091pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M962 650H739L732 622L760 619C812 613 819 604 798 552C760 457 671 267 606 131H604L511 638H480L237 131H233L183 554C177 607 183 614 226 619L248 622L257 650H24L17 622C88 615 92 611 103 524L173 -11H203L450 491H453L543 -11H575L839 529C882 609 886 613 953 622L962 650Z"></path></g></svg></span></td><td class="align_center">200 kN</td></tr><tr><td class="align_left">Wheel/rail contact stiffness</td><td class="align_center"><span style="width: 14.0928ptpx;"><svg height="12.4698pt" id="M154" style="vertical-align:-3.18147pt" version="1.1" viewbox="-0.0498162 -9.28833 14.0928 12.4698" width="14.0928pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M480 416C480 431 465 448 438 448C388 448 312 383 252 330C217 299 188 273 155 237H153L257 680C262 700 263 712 253 712C240 712 183 684 97 674L92 648L126 647C166 646 172 645 163 606L23 -6L29 -12C51 -5 77 2 107 8C115 62 130 128 142 180C153 193 179 220 204 241C231 170 259 106 288 54C317 0 336 -12 358 -12C381 -12 423 2 477 80L460 100C434 74 408 54 398 54C385 54 374 65 351 107C326 154 282 241 263 299C296 332 351 377 403 377C424 377 436 372 445 368C449 366 456 368 462 375C472 386 480 402 480 416Z"></path></g><g transform="matrix(.0091,0,0,-0.0091,6.474,3.132)"><path d="M729 650H468V622C546 615 554 610 554 527V365H213V527C213 610 221 616 297 622V650H38V622C120 616 128 611 128 527V123C128 39 120 34 40 28V0H303V28C221 34 213 40 213 123V322H554V123C554 39 546 34 460 28V0H728V28C647 34 639 39 639 123V527C639 610 647 615 729 622V650Z"></path></g></svg></span></td><td class="align_center">2.8 × 10<sup>9</sup> N/m</td></tr><tr><td class="align_left">Train velocity</td><td class="align_center"><span style="width: 5.39742ptpx;"><svg height="6.1673pt" id="M155" style="vertical-align:-0.2063904pt" version="1.1" viewbox="-0.0498162 -5.96091 5.39742 6.1673" width="5.39742pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M383 397C383 424 344 448 299 448C244 448 172 409 132 375C66 319 23 227 23 146C23 42 74 -12 146 -12C208 -12 298 30 359 103L343 124C315 95 248 48 192 48C145 48 111 85 111 163C111 228 129 294 151 330C171 363 201 401 241 401C275 401 302 384 325 356C332 347 339 344 348 348C373 360 383 381 383 397Z"></path></g></svg></span></td><td class="align_center">120 km/h</td></tr><tr><td class="align_left">Rail irregularity wavelength</td><td class="align_center"><span style="width: 7.30254ptpx;"><svg height="9.49473pt" id="M156" style="vertical-align:-0.2063999pt" version="1.1" viewbox="-0.0498162 -9.28833 7.30254 9.49473" width="7.30254pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M529 97L508 118C475 75 449 58 438 58C428 58 421 66 415 104C393 234 374 403 364 496C345 670 307 712 254 712C220 712 174 691 153 669L161 645C176 653 194 658 206 658C237 658 261 640 278 562C287 522 290 483 293 434C223 269 110 105 23 9L32 -12C59 -6 85 0 108 7C152 64 251 252 300 366C307 297 315 221 337 82C346 24 363 -12 393 -12C425 -12 475 13 529 97Z"></path></g></svg></span></td><td class="align_center">0.552 m</td></tr><tr><td class="align_left">Rail irregularity amplitude</td><td class="align_center"><span style="width: 9.2729ptpx;"><svg height="8.68572pt" id="M157" style="vertical-align:-0.0498209pt" version="1.1" viewbox="-0.0498162 -8.6359 9.2729 8.68572" width="9.2729pt" xmlns="http://www.w3.org/2000/svg" xmlns:xlink="http://www.w3.org/1999/xlink"><g transform="matrix(.013,0,0,-0.013,0,0)"><path d="M686 28C612 35 607 44 591 112C563 234 541 360 519 489L489 666L457 658L147 121C100 40 89 36 24 28L17 0H240L250 28C168 34 159 41 190 101L262 237H482C495 180 503 137 510 91C517 47 514 35 441 28L433 0H677L686 28ZM475 280H285L429 541H431L475 280Z"></path></g></svg></span></td><td class="align_center">50 <i>μ</i>m</td></tr><tr class="table-tr"><td colspan="3"><hr class="tbody-hr"/></td></tr></table></td></tr></table>

<div>Modal parameters of train wheel and rail irregularity.</div>

Mathematical Problems in Engineering

tab4

Table 4

Table 4: A Comparative Study on Vertical Dynamic Responses of Three Types of Elevated Railway Tracks Subjected to a Moving Train 