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The 3D finite element analysis were used in this
research to investigate surface ground
vibration due to a moving train. This 3D finite
element mesh includes the soil and bridge meshes
modeled by using the 3D 8-node element. After FEM
analysis, 1/3 octave band method was used in
frequency domain to compute the vibration from the
ground velocity in time domain. The resonant
vibration in this study can be clearly seen from the
finite element result. As an illustration of the
numerical analysis, the train speed v approaches the
Rayleigh wave velocity in supporting soil; a large
peak has been occurred in the figure approaching
track-soil critical velocities. However, it does not
have a large increase in generated ground vibrations
in the bridge-train-soil model simulated by the
finite element method. The vehicle-bridge resonance
triggers the greater part of vibrations than the
vehicle-soil resonance for the three-dimensional
vehicle-bridge-soil system. To be valid for avoid
bridge and train resonance, the first dominated
train frequency and the first bridge natural
frequency in each direction should be as different
as possible.
research to investigate surface ground
vibration due to a moving train. This 3D finite
element mesh includes the soil and bridge meshes
modeled by using the 3D 8-node element. After FEM
analysis, 1/3 octave band method was used in
frequency domain to compute the vibration from the
ground velocity in time domain. The resonant
vibration in this study can be clearly seen from the
finite element result. As an illustration of the
numerical analysis, the train speed v approaches the
Rayleigh wave velocity in supporting soil; a large
peak has been occurred in the figure approaching
track-soil critical velocities. However, it does not
have a large increase in generated ground vibrations
in the bridge-train-soil model simulated by the
finite element method. The vehicle-bridge resonance
triggers the greater part of vibrations than the
vehicle-soil resonance for the three-dimensional
vehicle-bridge-soil system. To be valid for avoid
bridge and train resonance, the first dominated
train frequency and the first bridge natural
frequency in each direction should be as different
as possible.