Maximum Vertical Acceleration Research Articles

A sensitive wavelength-enhanced reconstruction algorithm for track quality assessment based on measured data and vehicle dynamics

High-speed railways are extensively utilized worldwide. However, with prolonged operation, track irregularities increasingly pose significant challenges, adversely affecting the safety and stability of train operations. This paper proposes a sensitive wavelength-enhanced reconstruction algorithm based on the cmplete ensemble empirical mode decomposition with adaptive noise (CEEMDAN) method to address this issue. This method evaluates the influence of reconstructed track irregularities on vehicle dynamic response, considering sensitive wavelengths and amplification factors. The algorithm effectively enhances these sensitive wavelengths while maintaining the integrity of the input signal, utilizing measured track irregularities. After applying the algorithm, the maximum vertical body acceleration rises by 206.09%. The study validates a coupled train model and analyzes the mapping relationship between single-wave irregularities and vertical body acceleration. Compared to random irregularities, the maximum vertical acceleration can amplify up to 122.80% under various operating conditions. The periodic sensitive wavelengths of track irregularities significantly impact the train’s dynamic response.

Analysis of Bridge Dynamics and Response Characteristics Under The Influence of Axle Coupling Vibration

To ensure the safety and stability of high-speed rail lines and reduce external interference, it is essential to build a large number of elevated bridges. These elevated bridges account for a considerable proportion of the total length of high-speed rail lines. However, when high-speed rail lines pass through earthquake prone areas, the likelihood of earthquakes occurring when trains pass through bridges increases significantly. Therefore, it is necessary to study the dynamic response of bridge structures under earthquake action to ensure the safety of bridges during train operation and operation. The optimization scheme proposed in this article has undergone moderate impact tests, and the results show that the maximum lateral displacement of the bridge can reach 124 mm, while the maximum vertical acceleration is 5.16 m/s2, Exceeded the safety limit of 0.35 g. Through the analysis of train derailment coefficient, wheel load reduction rate, lateral sway force, lateral and vertical acceleration, and Spelling comfort index, we have come to the conclusion that bridges can ensure the safety of train operation in the absence of earthquakes and small earthquakes, and can also maintain certain stability under medium and large earthquakes. These research results have important guiding significance for the design and construction of high-speed rail lines. By optimizing the bridge structure and adopting relevant technical measures, the seismic disaster resistance of high-speed rail lines can be further improved, ensuring the safety and comfort of passengers during travel. At the same time, these research results also provide useful reference and inspiration for the construction and improvement of future high-speed rail lines.

Peak Acceleration Distribution on the Surface of Reef Islands under the Action of Vertical Ground Motion

This paper adopts the fluid–structure coupling algorithm based on the acoustic fluid element, the fluid dynamic artificial boundary, and the consistent viscoelastic artificial boundary of solid media to establish a finite element model of the dynamic interaction of the reef-island–seawater system. Then, a numerical simulation of the seismic response of the reef-island site is carried out to study the seismic ground motion distribution patterns of the reef–seawater site and the reef-island–lagoon site. The innovation of this article is that the influence of reef–island topography and fluid–structure coupling is considered in the analysis when vertical ground motion is input. The results show that the slope angle of the bottom layer has a significant influence on the peak ground acceleration distribution and peak size on the island slope surface and the reef platform. For high-frequency input motion, a smaller reef platform width will induce a larger peak acceleration response on the reef platform. Seawater has a significant suppressive effect on vertical ground acceleration. The more high-frequency components of the input bedrock motion, the more obvious this suppression effect will be. The existence of the lagoon will amplify the maximum peak acceleration on the reef platform. According to the calculation results, lagoon terrain can amplify the maximum horizontal and vertical peak accelerations on the reef platform by about 19 and 6 times relative to the free-field results, respectively.

Vibration loading of self-propelled sprayer booms on ultra-low pressure tires

BACKGROUND: The article presents the results of experimental studies of the vibration loading of the booms of a self-propelled sprayer equipped with ultra-low pressure tires 1020x420-18 model Bel-79 when driving through single artificial bumps. Based on the results of the tests, the dependences of the influence of maximum vertical accelerations on the suspension of rods on the speed of movement at different air pressure in the tires and levels of filling the sprayer tank with process liquid were obtained. It has been established that with a decrease in the filling of the tank with process liquid and an increase in the speed of movement, the level of fluctuations on the sprayer booms proportionally increases relative to the full filling. When moving a self-propelled sprayer through artificial irregularities with the booms opened in the working position, located at a distance of 700 mm from the supporting surface, in the entire range of speeds from 3 m/s to 12 m/s, the oscillation amplitude at the ends of the booms did not exceed 80 mm.
 AIMS experimental evaluation of the impact of operational parameters of a mobile power tool equipped with ultra-low pressure tires on the vibration loading of sprayer booms.
 METHODS: Methods of laboratory and field research on the passage of a mobile power tool equipped with a boom sprayer through artificial bumps are given. The maximum vertical accelerations on the sprayer booms were determined using the ASSISTANT TOTAL instrument complex, which consists of a measuring unit with a vibration analyzer and an AR38R vibration transducer.
 RESULTS: The dependences of the influence of air pressure in ultra-low pressure tires and the speed of movement of the MEV-600 on the level of fluctuations of the sprayer booms when moving along artificial single irregularities are obtained. The minimum level of fluctuations on the rods at different air pressures in tires and different degrees of tank filling reaches at a MES speed of 9 m/s. The most vibration-loaded for sprayer booms is the empty driving mode.
 CONCLUSIONS: 
 The minimum level of fluctuations on the sprayer booms takes place in the speed range of 7.5 - 10.5 m/s. When the air pressure in the tires is reduced from 80 kPa to 20 kPa, the vibration loading of the rods is reduced by 2.8 times. An increase in vibration loading takes place in the range of filling level of the sprayer tank from 50% to empty. When moving along individual irregularities in the speed range from 3 m/s to 12 m/s, the sprayer booms were stably in a horizontal position, no intense vibrations and resonant modes of boom sections were observed.

Partial safety factor calibration using surrogate models: An application for running safety of ballasted high-speed railway bridges

Traditionally, regulations employ semi-probabilistic methods with partial safety factors to control design limits. Calibrating these partial safety factors involves estimating the target reliability level and optimizing the partial safety factor values in order to minimize the deviation of the safety index between the considered design scenarios and the target value. This procedure necessitates performing a demanding amount of reliability analyses and is often carried out for simplified design situations. Therefore, high computational costs must be accepted for design problems formulated with complex computational models. This study implements a meta-modeling approach based on active learning in the partial safety calibration procedure, enabling its application to computationally intensive problems. Subsequently, the approach is applied to the running safety of ballasted high-speed railway bridges. This limit state implicitly accounts for the phenomenon of ballast destabilization, the occurrence of which disturbs the load path from the rail level to the bridge structure. The dramatic increase in train operating speeds in recent decades has increased the possibility of this design limit state being violated due to resonance. Despite the evident safety concerns, the adopted safety factors appear to be solely based on engineering judgments rather than calibration through higher-level reliability analysis. Therefore, the proposed calibration method is employed to determine the corresponding partial safety factors for various maximum allowable operating train speeds. The newly calibrated partial safety factors allow for a permissible maximum vertical acceleration of the bridge deck approximately 25% higher than the conventional design approaches. Therefore, incorporating these factors into the design procedure may lead to the construction of lighter bridges.

On use of train-track-subgrade dynamic model for investigating the train-induced cumulative deformation of subgrade and its dynamic effects

This work focuses on two research projects. The first project deals with the prediction of the train-induced cumulative deformation of the high-speed railway subgrade based on the train-track-subgrade dynamic model, and the second project deals with the long-term performance of the train-track-subgrade interaction system subject to the permanent deformation of the subgrade. The train-track-subgrade interaction is established as the model fundament, and the empirical model of soil cumulative deformation prediction is introduced to realize the joint analysis of the train-induced cumulative deformation of the subgrade and its effect on the performance of the time-varying dynamic system. From the numerical results, the train-induced cumulative deformation of subgrade shows a fast and then slow trend, and the deformation has periodic distribution in the longitudinal direction. Although the cumulative deformation of the subgrade for the ballastless track is small compared with that of ballasted track, its effect on the vertical response of the train-track-subgrade interaction system is obvious. With the development of cumulative deformation of subgrade, the vibrations of the car body are excited in the frequency band of 0∼100 Hz. Furthermore, the maximum car body vertical accelerations, the wheel-rail vertical forces, and the vertical accelerations of track and subgrade increase by about 34∼48.4%, 125 %, 400 %, and 66.7 %, respectively.

Analytical solution to a time-varying LIP model for quadrupedal walking on a vertically oscillating surface

This paper introduces an analytically tractable and computationally efficient model for legged robot dynamics during locomotion on a dynamic rigid surface (DRS), along with an approximate analytical solution and a real-time walking pattern generator synthesized based on the model and solution. By relaxing the static-surface assumption, we extend the classical, time-invariant linear inverted pendulum (LIP) model for legged locomotion on a static surface to dynamic-surface locomotion, resulting in a time-varying LIP model termed as “DRS-LIP”. Sufficient and necessary stability conditions of the time-varying DRS-LIP model are obtained based on the Floquet theory. This model is also transformed into Mathieu’s equation to derive an approximate analytical solution that provides reasonable accuracy with a relatively low computational cost. Using the extended model and its solution, a walking pattern generator is developed to efficiently plan physically feasible trajectories for quadrupedal walking on a vertically oscillating surface. Finally, simulations and hardware experiments from a Laikago quadrupedal robot walking on a pitching treadmill (with a maximum vertical acceleration of 1 m/s2) confirm the accuracy and efficiency of the proposed analytical solution, as well as the efficiency, feasibility, and robustness of the pattern generator, under various surface motions and gait parameters.

Reducing vehicle-bridge coupled vibration of a new-type maglev vehicle with mid-mounted suspension on curve via forced guidance device

To reduce the vehicle-bridge coupled vibration of a new-type maglev vehicle with mid-mounted suspension (MVMS) on a curve and increase its curve-passing speed, the forced guidance device (FGD) for MVMS is designed and the effectiveness of the FGD is proved. Firstly, on the basis of the FGD for HSST (High Speed Surface Transport) maglev vehicle and the geometric relationship between the movable sliders and the cabin as MVMS passes through a curved track, the FGD scheme for MVMS was designed. Secondly, the dynamic models with 5-bogies MVMSs (with and without FGD), control system, 11 flexible bridges, and track irregularities were established. Finally, the vehicle-bridge coupled vibration response of MVMSs on the curved track was analysed. Results show that the accelerations of the bridges, levitation modules, and cabin can be reduced significantly by installing FGD, especially at higher speeds. Compared to the accelerations without FGD, the maximum lateral and vertical accelerations of each bridge midspan can be reduced respectively by 56% and 43% at the speed of 45 km/h, those of the levitation modules can be reduced by 48% and 90%, respectively, and those of the cabin can be reduced by 37% and 53%, respectively.

Dynamic interactions of tram-turnout coupling system in embedded turnout area

Embedded turnout is one of the key facilities in the embedded track network of modern tram systems. In this study, the damping performance and track stiffness of an embedded turnout are tested on site. A multi-rigid body dynamics model of the tram and a finite-element dynamics model of the embedded turnout are established, and the two models are coupled based on the wheel-rail contact theory for the turnout area. Next, the dynamic responses of the tram passing through the embedded turnout are analyzed. The results show that the embedded turnout has favorable damping performance. The high stiffness of variable section rails at the switch and frog would lead to an increase in the wheel-rail dynamic force. When the tram passes through the embedded turnout, the wheel-rail vertical force reaches maximum values of 106.3 and 35.2 kN at the frog and switch, respectively; the maximum wheel derailment coefficient and wheel weight reduction rate are 0.49 and 0.57, respectively, which are within the safety limit specified in the Standards; the maximum lateral and vertical vibration accelerations of the tram body are 0.38 and 0.71 m/s2, respectively, satisfying the comfort requirements; the wheel–rail wear work at the switch is greater than that at the frog.

Vertical floor spectra in low- and mid-rise elastic RC moment resisting frame buildings

To examine how floor spectral accelerations affect the design force of flexible Non-Structural Components (NSCs), the present study discusses the estimation of floor response spectra resulting from strong vertical seismic motion. 3-, 6-, 9- and 12-storey reinforced concrete buildings with moderately ductile moment-resisting frame systems, designed in accordance with the National Building Code of Canada [25] were selected for this research. 65 sets of historical records relating to 31 severe earthquakes from across the world were used to analyze the linear behavior of these structures. A constant amplification of the Vertical Floor Spectral Acceleration (FSAV) was observed along the building height. This amplification was noticeably elevated for slab nodes, especially at the center of the interior slab and in shorter buildings. Furthermore, the vertical component of the earthquake had a greater impact at shorter periods, since the maximum vertical acceleration occurred at periods lasting less than 0.35 sec. Finally, equations to estimate FSAV corresponding to the input vertical ground acceleration were proposed for typical code-conforming RC frame buildings.

Field measurement and evaluation of vibrations inside buildings above metro tunnels

The buildings above metro tunnels have developed rapidly in China in recent years because it can make comprehensive use of land resources. However, buildings are closer to the vibration source, which makes them sensitive to train-induced vibration and adversely affect the living quality of the building occupants. Based on field-measured vibration data of buildings above metro tunnels, the response characteristics of train-induced vibrations at the basement and floor slabs of buildings were investigated herein. The results showed that the vertical acceleration was much larger than the horizontal acceleration. The vertical acceleration of the floor slabs was greater than that of the basement, and the main frequency band of vertical vibration was 50–70 Hz. In this case, with an increase in the floor, the vertical acceleration of the buildings first increased, decayed rapidly, and finally increased slightly; that is, a vibration amplification phenomenon on the top three floors of the buildings was observed. The maximum vertical acceleration appeared on the 4th floor and the minimum vertical acceleration appeared on the floor, which was three floors below the top. The horizontal distance between the building and tunnel has a significant effect on the amplitude of vertical acceleration. The vibration levels caused by different trains have little difference, with a maximum variance of 2.3 dB. The Z vibration levels of all the measuring points were significantly lower than the first-level vibration limit (73 dB) specified in Chinese standard for limits and measurement methods of vibration in the room of residential building (GB/T 50355-2018).

A Study on the Train-Induced Vibration Responses of Heavy Haul Railway Subgrade in Seasonally Frozen Regions Using Field Experiments

The dynamic response resulting from heavy haul train leads to the deterioration of the railway subgrade, especially those built in seasonally frozen regions. In this work, a typical heavy haul railway section in a seasonally frozen region is monitored on-site. The time domain and the frequency domain analysis of the subgrade vertical vibration acceleration, dynamic speed, and displacement during the non-frozen period and the frozen period are investigated. The results show that the vibration response of the subgrade is affected by various factors, including the train type, locomotive, traveling speed, train formation, heavy load, and the prevalent season. Further, it is observed that the maximum and average vertical acceleration of the subgrade, the vibration speed, and the dynamic displacement increase during the frozen period. However, the main frequency of the natural vibration remains significantly higher than that before freezing. Moreover, the frozen soil has a significant amplification effect both on the acceleration and the attenuation rate. Similarly, the subgrade’s vibration mode has a low frequency and high amplitude during the freezing period, and the dynamic response characteristics become increasingly apparent as the axle load increases.

Dynamic Response and Service Life of Tunnel Bottom Structure Considering Hydro-Mechanical Coupling Effect under the Condition of Bedrock Softening.

Due to the long-term coupling effect of a train load and groundwater, the surrounding rock at the tunnel bottom will soften in a certain range and the mechanical parameters of the surrounding rock will decrease, causing the uneven distribution of the confining pressure at the tunnel bottom and affecting the base concrete structure service life. In this research, the method of combining field tests and numerical simulation is adopted, and the vertical displacement, vertical acceleration, and maximum and minimum principal stresses are used as evaluation indicators. The dynamic response law of the base structure with the softened surrounding rock of the heavy-duty train is analyzed, and the Miner linear cumulative damage theory is introduced to obtain the service life of the tunnel bottom structure under different softening conditions. The results show that with the decrease in the softening coefficient and the increase in the softening thickness of the bedrock, the displacement, acceleration, and principal stress response indexes of the structure increase by varying degrees, and the service life of the base structure decreases almost linearly. The maximum vertical displacement, acceleration, and tensile stress are located directly below the track, and the maximum compressive stress is located at the connection between the inverted arch and the side wall. According to the predicted value of the service life, the reliability of the base structure is divided into four levels: safety, warning, danger, and serious danger.

Dynamic Analysis of a Steel–Concrete Composite Box-Girder Bridge–Train Coupling System Considering Slip, Shear-Lag and Time-Dependent Effects

A dynamic computational program considering slip, shear-lag and time-dependent effects of composite box-girder bridge–train coupling system is firstly proposed based on the authors’ previous studies. In the program, the long-term vertical displacement of a composite bridge is firstly calculated. The calculated vertical displacement is then superimposed on the existing uneven track as the new excitation of the composite box-girder bridge–train coupling system to obtain the dynamic responses of the bridge–train coupling system. A 3 × 40 m simply supported steel–concrete composite box-girder bridge is selected to investigate the influence of its time-dependent behavior on its dynamic responses. The results showed that the time-dependent effect will amplify the dynamic characteristics of the composite box-girder bridge and the high-speed train. The maximum vertical displacement and acceleration of the composite bridge increase by 8.82% and 13.64%, and the maximum vertical acceleration of the train body increases by 144.78%. Additionally, the slip and shear-lag effects have an impact on the dynamic responses of the composite box-girder bridge–train coupling system at different operation times. The dynamic responses of the coupling system strengthen with the decrease in shear connection stiffness. The dynamic responses of the system may be underestimated when the shear-lag effect is not neglected. Therefore, these conclusions should be given sufficient attention in the design, construction and operation of high-speed railway composite bridges.

A vertical coupling dynamic analysis method and engineering application of vehicle–track–substructure based on forced vibration

PurposeThis study aims to propose a vertical coupling dynamic analysis method of vehicle–track–substructure based on forced vibration and use this method to analyze the influence on the dynamic response of track and vehicle caused by local fastener failure.Design/methodology/approachThe track and substructure are decomposed into the rail subsystem and substructure subsystem, in which the rail subsystem is composed of two layers of nodes corresponding to the upper rail and the lower fastener. The rail is treated as a continuous beam with elastic discrete point supports, and spring-damping elements are used to simulate the constraints between rail and fastener. Forced displacement and forced velocity are used to deal with the effect of the substructure on the rail system, while the external load is used to deal with the reverse effect. The fastener failure is simulated with the methods that cancel the forced vibration transmission, namely take no account of the substructure–rail interaction at that position.FindingsThe dynamic characteristics of the infrastructure with local diseases can be accurately calculated by using the proposed method. Local fastener failure will slightly affect the vibration of substructure and carbody, but it will significantly intensify the vibration response between wheel and rail. The maximum vertical displacement and the maximum vertical vibration acceleration of rail is 2.94 times and 2.97 times the normal value, respectively, under the train speed of 350 km·h−1. At the same time, the maximum wheel–rail force and wheel load reduction rate increase by 22.0 and 50.2%, respectively, from the normal value.Originality/valueThis method can better reveal the local vibration conditions of the rail and easily simulate the influence of various defects on the dynamic response of the coupling system.

Novel magnetic levitation systems for the vibration control of lightweight structures and artworks

This work designs, models, and experimentally validates novel magnetic levitation systems for the vibration isolation of lightweight structures and artworks. 2D and 3D passive vibration isolators are studied, making use of easy-to-assemble 3D-printed components and neodymium magnets. An optimized design of the number of magnets and the 3D printing process of the stabilizing parts allows us to finely tune the resonant frequencies and the vibration isolation performances. Ratios between the maximum horizontal and vertical accelerations, exhibited by the floating bodies, and the maximum horizontal acceleration applied to the base of the system are provided, for varying excitation frequencies. With these outputs, we show that it is possible to optimize the main design parameters of the isolation system, by targeting the desired frequency window, for a given payload.

Falling faster than g, exponentially

Calculations are presented showing that the usual ‘faster than g’ demonstration has a surprising property. That is, a rod hinged at its bottom end rotates at an exponentially increasing rate until it falls with maximum vertical acceleration, unlike an object that falls freely by gravity alone. If the rod is hinged at its top end and released from a horizontal position, then the vertical acceleration is a maximum at the instant it is released.

Aerodynamic loads and bridge responses under train passage: case study of an overpass steel box-girder cable-stayed bridge

Increased train speeds have led to significant train-induced wind problems. This paper describes a numerical study of the aerodynamic loads produced when a train passes under a bridge and the bridge dynamic response based on a steel box-girder cable-stayed bridge. The results indicate that the wind pressure on the bottom plate and the maximum lift on the beam sections increase as the train speed increases or as the clearance under the bridge decreases. Changes in the intersection angle are found to have a greater impact on the 1/4-span and 3/4-span regions. The effects of the various influencing factors are basically the same in the construction and operation stages. As the train speed increases or the clearance under the bridge decreases, the bridge responses exhibit an upward trend. As the intersection angle decreases, the vibration displacement tends to increase, but the effects on the vibration acceleration and maximum counter-force of the temporary pier are not consistent. Compared with the construction stage, the dynamic responses of the main girder are smaller in the operation stage due to the larger overall rigidity and the support constraints. In the parameter ranges investigated in this study, the absolute values of maximum vertical bridge vibration displacement and acceleration decrease from 4 to 16 mm and from 85 to 400 mm/s2, respectively, in the construction stage to 1–5 mm and 42–174 mm/s2 in the operation stage. Moreover, the counter-force falling on the temporary pier after the main girder turns does not exceed the 2000-kN positive force or 300-kN negative force limits. In the operation stage, the bridge vibration responses will not affect the comfort of pedestrians.

Determination of load-carrying capacity of tank wagon with a loaded-friction spine girder

This article shows the results of load-carrying capacity estimation of tank wagon with lumber-friction backbar. The research was carried out on the basis of tank wagon model 15-1443-06, designed for transportation of light petroleum products. To determine the dynamic load-bearing structure of the tank wagon, a mathematical model, which takes into account its displacement during rocking motion. The connection between the supporting structure and running parts is described as the last pipeline connection. In this case the tank car is regarded as a system of three solid bodies - a load-bearing structure and two trolleys of model 18-100 with reshoring kits, which have stiffness and coefficient of wear resistance. The system of differential ratings of tank wagon's motion was developed by Runge-Kutt method under zero initial conditions. It was found that the maximum vertical acceleration, which acts in the center of mass of the load-carrying structure of the tank-car in the empty state is about 1.72 m/s2 (0,17g), which is about 20% lower than the acceleration of the standard structure. The main indicators of the strength of the load-bearing structure of the tank wagon were calculated. The method of joined elements, which is implemented in the SolidWorks Simulation (CosmosWorks) program complex, was used herewith. As lumped elements, we used spacious isoparametric tetrahedrons. The calculation was performed in quasi-statistics. It was found that the maximum equivalent loads occur in the area of the manhole placement are 173.7 MPa, which is 13% lower than in the standard structure. The conducted research will contribute to the creation of guidelines for the design of innovative structures of rail transport vehicles with improved technical and economic characteristics, as well as to increase the efficiency of the operation of rail transport

Dynamic Characteristics of Metro Vehicle under Thermal Deformation of Long-Span Cable-Stayed Bridge

In order to study the influence of thermal deformation of long-span cable- stayed bridge (LSCSB) on the dynamic characteristics of metro vehicle on the bridge, based on the theory of vehicle-track coupled dynamics, the rigid-flexible coupled dynamic model of metro vehicle-track-LSCSB system is established by using finite element method and multi-rigid-body dynamics. Adopting this model, the deformation of LSCSB subject to temperature is analyzed, then the comprehensive effect of track random irregularity and rail deformation caused by temperature load is considered to study the dynamic characteristics of metro vehicle running through the bridge, and finally the influences of temperature increment and running speed on concerned dynamic indices of vehicle are studied. The results show that the LSCSB deforms obviously subject to temperature load, and the overall performance is that the cooling is arched, and the heating is bent, and the shape variable changes almost linearly with the temperature load. According to the parameters studied in this paper, the rail deformation caused by temperature load increases the wheel-rail vertical force, derailment coefficient and wheel load reduction rate by 1.5%, 3.1% and 5% respectively. The vertical acceleration of the vehicle body decreases by 2.4% under the cooling condition, while increases by 3.7% under the heating condition. The dynamic response of the bridge changes under temperature load. The maximum vertical and horizontal displacement in the middle of the main beam span are 6.24 mm and 2.19 mm respectively, and the maximum vertical and horizontal acceleration are 1.29 cm/s2 and 2.54cm/s2 respectively. The derailment coefficient and vertical acceleration of vehicle body are more affected by temperature load, and the wheel load reduction rate and wheel-rail vertical force are more affected by speed. The conclusion of this paper provides a reference for subsequent scholars to study the influence of thermal deformation on the dynamic response of vehicles on LSCSB.