8
M. D. Martínez-Rodrigo et al.
nature of the numerical model, only the response at sensors installed underneath beams
3 and 8 is compared with the numerical predictions.
Fig. 8. Renfe Altaria Talgo VI trains crossing Old Guadiana Bridge
It is verified that the bridge maximum acceleration did not exceed the limit established
by the Serviceability Limit State for traffic safety in the case of ballasted tracks [1]
according to the measurements in all the sensors.
Fig. 9. Renfe medium distance Altaria Talgo VI train axle scheme
Table 2. RENFE Altaria Talgo VI features
Train
N
d(m)
d 1 (m)
l 1 (m)
l 2 (m)
P 1 (kN)
P 2 (kN)
P 3 (kN)
Altaria
7
13.14
–
3.44
3.3
225
70
140
Figure 10 shows an experimental vs. numerical comparison of the vertical acceleration at sensors 5 and 6 under the circulation of the northbound train, in the time (a)–(b)
and frequency (c)–(d) domains. The Talgo passenger coaches present a distance between
shared axles of 13.14 m. The theoretical resonant speed associated to this length for the
third resonance of the fundamental mode is approximately 159 km/h, which is quite close
to the real speed. This can be detected in the time-history plots where two oscillations
of decreasing amplitude take place in between the passage of consecutive axles.
V
r,j=3
1
=
df 1
3
3.6 = 158.7
km
h
≈ 154.8
km
h
= V
(3)
The accuracy of the numerical model is quite reasonable up to 30 Hz, both at L/2
and 3L/4 of the first span, although the numerical model overpredicts the acceleration
M. D. Martínez-Rodrigo et al.
nature of the numerical model, only the response at sensors installed underneath beams
3 and 8 is compared with the numerical predictions.
Fig. 8. Renfe Altaria Talgo VI trains crossing Old Guadiana Bridge
It is verified that the bridge maximum acceleration did not exceed the limit established
by the Serviceability Limit State for traffic safety in the case of ballasted tracks [1]
according to the measurements in all the sensors.
Fig. 9. Renfe medium distance Altaria Talgo VI train axle scheme
Table 2. RENFE Altaria Talgo VI features
Train
N
d(m)
d 1 (m)
l 1 (m)
l 2 (m)
P 1 (kN)
P 2 (kN)
P 3 (kN)
Altaria
7
13.14
–
3.44
3.3
225
70
140
Figure 10 shows an experimental vs. numerical comparison of the vertical acceleration at sensors 5 and 6 under the circulation of the northbound train, in the time (a)–(b)
and frequency (c)–(d) domains. The Talgo passenger coaches present a distance between
shared axles of 13.14 m. The theoretical resonant speed associated to this length for the
third resonance of the fundamental mode is approximately 159 km/h, which is quite close
to the real speed. This can be detected in the time-history plots where two oscillations
of decreasing amplitude take place in between the passage of consecutive axles.
V
r,j=3
1
=
df 1
3
3.6 = 158.7
km
h
≈ 154.8
km
h
= V
(3)
The accuracy of the numerical model is quite reasonable up to 30 Hz, both at L/2
and 3L/4 of the first span, although the numerical model overpredicts the acceleration