Dynamic Train Loads Research Articles

Numerical and Experimental Investigation of an Extradosed Cable-Stayed Bridge in Urban Rail Transit Under Dynamic Train Load

With the urban rail transit construction boom, more and more extradosed cable-stayed bridges have been built and put into service in the urban rail transit lines, due to the advantages of aesthetic appearance and high stiffness. There are distinct dynamic characteristics of the metro train and extradosed cable-stayed bridge system, which have rarely been explored. This paper presents the numerical and experimental investigation of an extradosed cable-stayed bridge under dynamic train load in urban rail transit with the maximum span among its type of bridge in China. Three vehicle modes with different degrees of freedom and two bridge finite element models are adopted to perform the dynamic analysis of the metro train and extradosed cable-stayed bridge system. Moreover, the bridge is instrumented in a comprehensive field measurement campaign including ambient vibration testing, static load testing, and dynamic load testing. The collected modal parameters and static and dynamic responses of the bridge are employed to validate the established numerical models. Dynamic characteristics of the analyzed bridge are subsequently explored. In particular, dynamic effects of the main components including the main girder, pylons, and inclined cables are examined considering a variety of operational conditions. This study provides an effective method for analyzing the dynamic responses and valuable insights into the dynamic performance of large-span extradosed cable-stayed bridges under metro train load in urban rail transit.

The Behavior of Mechanically Stabilized Earth Walls under the Influence of Dynamic Train Loads

The Behavior of Mechanically Stabilized Earth Walls under the Influence of Dynamic Train Loads

The effect of soil conditions on the dynamic response of shield tunnels under train‐induced vibration loads

In this article, the influence of soil condition on the dynamic response of a tunnel and the surrounding soil was studied by both experimental model tests and numerical simulations. We tested a 1/20‐scale tunnel model with three different soil conditions: upper soft soil and lower hard soil, homogeneous soft soil and homogeneous hard soil. We also applied dynamic loads, sweep loads and train loads on the model tunnel for time domain and frequency domain analysis. The experimental and numerical results revealed that the interface between the soft and hard soil strata has an obvious amplification effect on the vibration wave. With the propagation of the vibration wave to the surface, the damping effect of the soil above the tunnel becomes the main factor affecting the dynamic response of soil. The internal force response of the tunnel structure is for the most part concentrated in the section under the excitation load, which is mainly affected by the soil properties beneath the tunnel.

Discrete element analysis of the dynamic behavior of ballast track-subgrade system under train dynamic load

To study the dynamic response law of the ballast track-subgrade coupling system under the action of train dynamic load, considering the real shape of ballast particles, a refined discrete element model of the rail-sleeper-ballast bed-subgrade coupling system was established. The established model can realistically simulate the coupling mechanism between irregular ballast particles, between track panel and ballast bed, and between ballast bed and subgrade under train dynamic load. The validity of the established model is verified using on-site measurement results. This study, from a microscopic perspective, focuses on particle contact forces, vibrations, and frictional energy consumption in the rail-sleeper-ballast bed-subgrade coupling system under train dynamic load and investigates the influence of train speed and axle weight. Results show that an increase in train speed and axle weight enhances the number and probability distribution of strong force chains between ballast particles, increasing the risk of particle breakage and deterioration. The influence range and depth in the ballast bed-subgrade system increase with the train's speed and axle weight. Due to the granular nature of the ballast bed, the vibration acceleration distribution of ballast particles under train dynamic loads is relatively random. Overall, the vibration level of the ballast bed increases with train speed and axle weight. The frictional energy consumption of ballast particles rapidly grows as the train's bogie load passes, and the effect of train axle weight on the frictional energy consumption of ballast particles is more significant than the train's speed.

Study on Dynamic Responses of Unit Slab Track Considering the Influence of Cement Asphalt Mortar Rough Surface

Due to the particularity of the construction technology of the CRTS I slab track bagging method, there is a certain roughness between the track slab and the mortar layer in the actual project. In this work, the W–M fractal function was used to simulate the cement asphalt mortar layer in unit slab track with roughness rough surface morphology. To investigate the effects of interlayer rough contact surfaces, an interactive modeling approach using Python–Abaqus was developed, namely, the track structure performance, interlayer contact behavior, and vertical dynamic responses. The fastener pivot point reaction of the vehicle–track coupled model interacts with the track structure to examine the impact of different fractal dimensions and scale coefficients under the dynamic train load. The numerical results demonstrate that as the fractal dimension D and characteristic scale factor G increase, the dynamic response of the track slab gradually increases, and the contact area between layers decreases. The stress of rough contact surface is pointing distribution. Among the components of the track structure, the displacement of the track slab is most affected by the roughness. The rough surface affects the fatigue life of the mortar and consequently affects the service performance of the track structure. This study explores the effect of rough surfaces on the performance of CRTS I slab track structures under dynamic train load and provides a reference for improving the design of track structures and enhancing its life.

Durability evaluation for existing railway engineering: a review

PurposeThis study aims to analyze the factors, evaluation techniques of the durability of existing railway engineering.Design/methodology/approachChina has built a railway network of over 150,000 km. Ensuring the safety of the existing railway engineering is of great significance for maintaining normal railway operation order. However, railway engineering is a strip structure that crosses multiple complex environments. And railway engineering will withstand high-frequency impact loads from trains. The above factors have led to differences in the deterioration characteristics and maintenance strategies of railway engineering compared to conventional concrete structures. Therefore, it is very important to analyze the key factors that affect the durability of railway structures and propose technologies for durability evaluation.FindingsThe factors that affect the durability and reliability of railway engineering are mainly divided into three categories: material factors, environmental factors and load factors. Among them, material factors also include influencing factors, such as raw materials, mix proportions and so on. Environmental factors vary depending on the service environment of railway engineering, and the durability and deterioration of concrete have different failure mechanisms. Load factors include static load and train dynamic load. The on-site rapid detection methods for five common diseases in railway engineering are also proposed in this paper. These methods can quickly evaluate the durability of existing railway engineering concrete.Originality/valueThe research can provide some new evaluation techniques and methods for the durability of existing railway engineering.

A new methodology for pre-camber design of a long-span bridge considering dynamic train load and complex environmental effects

This work aims to develop a reasonable pre-camber design method for long-span cable-stayed bridges by investigating the high-speed train-bridge interaction under complex environmental loads, including ambient temperature, concrete creep, and concrete shrinkage (CCCS). First, an integrated dynamic model of the train-track-cable stayed bridge system (TTCSBS) is established using multibody dynamics and finite element theory and validated through field test. Then, the temperature change features at several key positions on the long-span bridge are investigated using long-term monitoring data. Temperature-induced bridge deformation is calculated by applying the established bridge finite element model (FEM) and compared with test results. CCCS-induced bridge deformation is determined through numerical calculations that consider the bridge's structural and material properties. On this basis, the effects of bridge deformation caused by environmental loads on vehicle-bridge dynamic interaction are investigated in detail, and a new bridge pre-camber design method is proposed to counteract the effects of both environmental and train dynamic loads. Results indicate that the proposed model's simulations align well with field test data. The long-span bridge deformation induced by the environmental loads intensifies the dynamic responses of a running vehicle, particularly the wheel-rail vertical force and car-body vertical vibration. However, it has slight influence on train-induced bridge vibration. The proposed pre-camber design method for long-span bridges, which accounts for long-term environmental load action, effectively ensures good vehicle service performance. The research results could provide useful guidance for the design of long-span bridge systems.

Mindlin cracked plates modelling and implementation in train-track coupled dynamics

Nowadays, the widely constructed ballastless track in high-speed railways will inevitably suffer from localized damage cracks induced by complicate environmental effects, which would change its designed dynamic performance under train dynamic loads and further affect its service life and durability. To this end, a semi-analytical approach of the in-plane and the out of plane forced vibration for Mindlin plates with a side crack are derived, and is further implemented into the train-track coupled dynamic (TTCD) system which comprehensively considering nonlinear wheel-rail contact and 3D spatial flexibility of the cracked track slab. The dynamic partial differential equation of the cracked slab is derived by Hamilton principle and discretized by Galerkin method. Then the eigenvalues and forced vibrations of the cracked slabs for both in-plane and flexural vibrations are tackled utilizing a set of powerful trigonometric modified by special corner function, which can effectively explain the singularity of stress at the crack tip and the discontinuity of deformation on both sides of the crack. The eigenvalue analysis and mode shapes of the cracked plate mode in free boundary condition are compared with the finite element method to verify its accuracy. Meanwhile, the reliability of the proposed dynamics model is verified by comparing with the responses predicted by the co-simulation technology. Finally, the discrepancies of dynamic responses of the track slab with or without a side crack are analyzed, and the effects of various operation speeds and support stiffness on the dynamic behaviour of both slabs are revealed. Results indicates that the track slab with a side crack has significant distinctions on the slab dynamic signals in both time and frequency domains, and the amplitude amplification phenomenon occurs in some specific areas compared with the intact slab; The type-Ⅱ stress intensity factor (SIF) is more sensitive to train speeds, while the support stiffness is highly correlated to all types of SIFs. This work may contribute to the scientific maintenance and health monitoring of high-speed railway tracks.

Acceleration response of part-screw pile composite foundation under long-term train load excitation

This paper investigates the vibration response of a new part-screw pile composite foundation under moving train loads via a model test method. Based on the acceleration signals of the pile and the surrounding soil, a non-linear fitting method is used to establish the relationship between the dynamic attenuation coefficient and the depth of the foundation. Next, the effect of spatial location and train speed on the pile-soil dynamic interaction is investigated by introducing the pile-soil spectral amplitude ratio δ p − s . In addition, the dynamic susceptibility of the part-screw pile to damage under dynamic train loads is revealed with a wavelet packet energy distribution index E DIS . Afterwards, the cumulative deformation evolution characteristics of screw pile composite foundations under long-term train loading were revealed using the frequency domain integration method. The results of this work reveal that the faster the train runs, the larger the pile-soil spectrum amplitude ratio and the more prominent the ‘dynamic concentration effect’ of the part-screw pile. The change in cross-section of the part-screw pile results in a sudden change in the vibration energy transmitted from the top of the pile, which makes the variable section of the part-screw pile more likely to cause dynamic damage or even deformation. The cumulative deformation evolution process of soil between part-screw piles under long-term cyclic train loading can be divided into three stages: slow change period, fluctuation rising period and stable deformation period. The research results have important reference significance for the optimization design of high-speed railway part-screw pile composite foundation and the planning of railway running speed.

Numerical investigation into hydrodynamic behavior of graded aggregates of high-speed ballastless track considering the degree of saturation

The ballastless track inevitably suffers from some functional defects, such as expansion joint cracking, due to the long term combined effect of dynamic train loads and environmental factors. As a result, water can be somehow retained in the graded aggregates of the roadbed surface layer under ballastless track, which is a key structural component subject to high-speed train loads. Accordingly, it is of significance to study the hydrodynamic behavior of roadbed surface layer that can be prone to depend on variation of the degree of saturation (Sr) in graded aggregates. A coupled hydrodynamic model of roadbed surface layer under ballastless track subject to high speed train loads was established based on homogenization theory and elastic wave theory involving Sr of graded aggregates. The proposed model is validated by degrading to Biot's dynamic model in saturated porous medium and analytical method of unsaturated soil. The effect of different Sr on the pore fluid pressure, spatial seepage velocity of graded aggregates is investigated based on this model with the practical seepage boundaries in ballastless track considered. On this basis, the influence of different spatial locations on the dynamic seepage index is discussed, and the differences in the stress paths in the roadbed surface layer under different Sr at different depths are analysed. The numerical results show that the increase of Sr has a spatial and critical effect on the increase of pore water pressure and seepage velocity in the roadbed surface layer. When the expansion joint of ballastless track cracks, the hydrodynamic erosion in the surface layer of ballastless track roadbed has been accumulating continuously. The erosion is more serious within the depth of 15 cm under the surface of roadbed. For Sr above 0.7, extra attention should be given to prevent internal erosion diseases in the roadbed surface layer during maintenance of ballastless track.

Dynamic Response Analysis of Soil around Curve Section Tunnel under Train Vibration Load

To investigate the changes in soil dynamic response around the tunnel periphery under the vibration loads generated by train operation on curved sections, field measurements were carried out to observe void water pressure, water level, and settlement on the ground. Additionally, simulation modeling using MIDAS was employed to simulate and analyze the soil’s dynamic response under the impact of train loads. Based on the track stress diagram combined with the axle weight of the train, the transverse and vertical loads of the track are calculated. The corresponding parameters are entered into the train dynamic load table in the MIDAS/GTS NX dynamic analysis module, so as to simulate the vibration loads of the tunnel. The results show that the application of vibration load is an important reason for the change in pore water pressure during train operation. During the initial stages of train operation, the pore water pressure exhibits a significant increase, followed by a gradual decrease over time. The overall variation follows a seasonal pattern, with the pore pressure increasing as the depth of burial increases. The response of the soil around the tunnel to the vibration of the train is closely related to the location. The closer to the tunnel, the more sensitive the soil is to the vibration of the train, and the greater the amplitude and rate of pore pressure change and vertical deformation in the soil. The variation trend of groundwater level in soil is basically consistent with that of pore pressure, and the groundwater level is proportional to the depth. The dynamic response of the soil at the bottom of the curved tunnel decreases with the increase in the turning radius. The main influence range of the dynamic response is 0~15 m at the bottom of the tunnel. The excess pore water pressure generated by the soil gradually dissipates, and it can be predicted that the vibration of the train will not cause deformation damage to the surrounding soil.

Experimental study on wayside monitoring method of train dynamic load based on strain of ballastless track slab

In the long-term service of ballastless track, which constantly bears the cyclic load from high-speed trains, it is important to obtain the long-term mechanical behavior of train dynamic load on the ballastless track. In this paper, a novel wayside monitoring method of train dynamic load is proposed, which takes CRTS III ballastless track as the research object and embeds Fiber Bragg grating (FBG) strain sensors into the track slab. The traditional wayside method installing strain gauges on the rail is used to compared with the sensors embedded in the track slab, which was tested in the field. Then, the time domain and frequency domain information of rail strain and slab strain are analyzed in detail, and the correlation analysis of signals is carried out. Finally, the calculation method of the running trains information and dynamic load is proposed. The results show that the vertical strain level of track slab is low under the action of high-speed train dynamic load. The time history curve shows that the adjacent wheel has obvious coupling effect on the slab strain signal, rather than rail strain. The frequency domain analysis of the signals indicates that the low-frequency components of the rail strain and slab strain have a strong correlation. However, the high-frequency components of train dynamic load are buffered out due to the effect of the fastener system. The mapping relationship between the track slab strain and the dynamic load can be found through calibration test, which provide a novel monitoring method of dynamic train load. The monitoring method can realize the real-time monitoring of train running information and record the long-term train dynamic load cycle law, and provide important parameters for the ballastless track boundary condition model.

Dynamic behaviour of asphalt concrete substructure ballastless track system in long-span railway bridge

In this paper, the dynamic behaviour of asphalt concrete substructure ballastless track system (ACSBTS) in the application of long-span railway bridge (LSRB) is clarified. Firstly, the finite element model of full LSRB was established, which considered the viscoelastic properties of asphalt concrete and the vibrational load condition of high-speed train. Particularly, the asphalt concrete properties were characterised using generalised Maxwell model. Then, the dynamic responses of different components in ACSBTS were calculated and compared with those of cement concrete substructure ballastless track system (CCSBTS). Moreover, the LSRB vibration modes were discussed. Lastly, the effect of different influence factors was investigated. Results show that asphalt concrete substructure can mitigate the mechanical responses induced by dynamic train load. It is suggested that the asphalt concrete substructure thickness should preferably not exceed 350 mm and its modulus could be increased appropriately. Findings contribute to the application of ACSBTS in LSRB.

Fatigue Characteristics of Long-Span Bridge-Double Block Ballastless Track System

The key issues in designing ballastless track for high-speed railway bridges are to reduce maintenance and improve track smoothness by understanding fatigue damage characteristics. This paper is based on the principle of bridge-rail interaction and train-track-bridge coupling dynamics, the refined simulation model of bridge-CRTS I Bi-block ballastless track system is established by using the finite element method. The longitudinal force distribution law of CWR (Continuously Welded Rail) and the dynamic response characteristics of coupling systems are studied, based on the Miner rule and S-N curve. The fatigue characteristics of ballastless track system laying on long-span bridge under the dynamic train load and the effect of ballastless track system design parameters changes on fatigue characteristics are discussed. The results show that the extreme values of longitudinal force of CWR all appear in the middle of the bridge span or near the bridge bearing, and attention should be paid to the strength checking of CRW laying on long-span bridge. Under the dynamic train load, the fatigue life curve of rail on the bridge is relatively smooth and the minimum life of rail which is laying on continuous bridge decreases from 27.1 years to 17 years that which is laying on cable-stayed bridge. The life curve of track plate laying on continuous bridge is relatively smooth, and the life curve of track plate laying on cable-stayed bridge is related to the stiffness of elastic cushion, which decreases in a stepped manner, and there will be no fatigue failure on the track plate during service. The life curve of the baseplate is related to the type of bridge, the minimum life value of the baseplate appears near the bridge bearing, and there will be no fatigue failure on the baseplate during service. Increasing the stiffness of elastic cushion can effectively improve the fatigue life of track plate, and increasing the vertical stiffness of fasteners can enhance the connection between rail and track plate and improve the fatigue life of rail. The increase in train speed will increase the dynamic stress amplitude of track structure and reduce the fatigue life of the rail.

Study on the Influence of Soil Engineering Geological Characteristics at Key Tectonic Sites on High-Speed Railway Foundation—A Case of the Beijing–Zhangjiakou High-Speed Railway (Huailai Section)

The soil engineering geological characteristics and hidden fault creep activity are the main geological factors affecting the stability of the Beijing–Zhangjiakou high-speed railway foundation. In order to reveal the deep formation structure and physical and mechanical properties of the soil under the Beijing–Zhangjiakou high-speed railway foundation and explore the influence of soil settlement under the static load and dynamic load of high-speed railways, according to the deep-hole engineering geological drilling and soil test, this paper reveals the soil structure and physical and mechanical properties within a 500 m buried depth of the Huailai section of the Beijing–Zhangjiakou high-speed railway. Based on the drilling data, we constructed a 3D geological structure model across fault segments to study the influence mechanism of the dynamic load of trains on differential ground settlement. The results show that the basic physical and mechanical parameters of all kinds of soil have little change with the increase of buried depth, and the ratio of secondary consolidation index Cs to compression index Cc is 0.0036–0.0516. Under the dynamic load of a high-speed train, the vertical displacement of soil gradually decreases with the increase of depth, which mainly affects the soil within a 50 m depth. Within the influence range, the vertical displacement at a certain point is negatively correlated with the speed of a high-speed railway and the horizontal distance from the railway line and the fault. The research results are expected to provide scientific support for the safe operation of the Beijing–Zhangjiakou high-speed railway.

Response Analysis of a Ballasted Rail Track Constructed on Soft Soil by 3D Modeling

The displacement, stress, and strain distributions of railway embankments on the soft deltaic deposit of the Ganges–Brahmaputra floodplain are investigated. A numerical model developed in general-purpose finite element software is used to simulate the design train load on a deltaic deposit for a 100 km/hr rail speed. The numerical analysis analogy is grounded in the spring model, where a beam under the unit load is modeled based on the Winkler foundation model concept. In the moving load simulation on soil, the static point load relating to the axle load is assigned in the form of a dynamic multiplier, determined using auxiliary software. The calculated shear force in terms of the influence line is applied as a dynamic multiplier. The numerical results demonstrate that under a dynamic train load, the loose ballast undergoes larger and more erratic displacement than the subballast. Comparative analysis between varying subballast stiffnesses shows that stiffer subballast yields smaller displacements. Moreover, a high subballast stiffness can counterbalance the potential of forming permanent deformation by generating lower strains. However, a stiffer subballast does not play a prominent role in reducing the displacement of ballast or vertical stresses. The subgrade is found to carry the maximum load, withstanding the maximum vertical stress; thus, the importance of using an improved subgrade with higher stiffness is also observed. A greater subgrade stiffness improves its load-carrying capacity but fails to reduce the tension responsible for the lateral spreading of the soft subsoil. To reduce the high radial strain, the effects of improving the stiffness properties of two immediately adjacent soft soil layers are numerically investigated. The improvement of subsoil alone is effective in reducing the radial strain, whereas the improvement of both subgrade and subsoil produces further reductions. The critical train speed generating the maximum displacement is identified as 120 km/hr, and the dynamic velocity amplitude decreases with depth. Finally, an allowable limit of rail embankment settlement on a soft deltaic deposit is observed.

Analysis of the Influence of Deep Foundation Excavation on Adjacent Viaduct Pile Foundation Considering Train Dynamic Loads

The development and utilization of underground space is an effective way to make intensive use of resources, solve "big city disease" and achieve high-quality development. The expansion and renovation of underground space in a central urban area is likely to cause serious damage to surrounding structures. In this study, a deep foundation excavation for the reconstruction of an urban subway station in the Greater Bay Area was chosen for analysis using the finite element method. Different from common excavation engineering, the interaction between the three coupling factors of train dynamic load, foundation excavation, and viaduct pile foundation were analyzed. Six different cases were calculated considering different working conditions of excavation depth and train dynamic load. Soil was evaluated using modified Cam-Clay model. The physical parameters of the soil were determined through on-site and laboratory tests. The results were compared with monitoring data, and the accuracy of the finite element model was verified. The settlement and influence range of the soil, and displacement and internal forces of viaduct piles were analyzed. The maximum settlement of the soil occurred in the direction of the short side of the foundation pit. The maximum value was approximately 0.53 times the excavation depth. The settlement increased by approximately 49% when applying the train load. The dynamic load had an aggravating influence on the horizontal displacement of the top of the pile, with a maximum increase of 51%. Moreover, the dynamic load increased the negative bending moment of the viaduct piles. This study provides a reference for the design and construction of geotechnical engineering projects.

Numerical Simulation Study on Lining Damage of Shield Tunnel under Train Load

Under the long-term dynamic load influence of trains, shield tunnel structures are damaged. With the increase in operating number, cumulative damage gradually increases. When cumulative damage increases to a certain value, the tunnel lining produces cracks and loses tensile strength, which leads to tunnel deformation, damage, etc. In serious cases, the tunnel ceases operation, causing traffic accidents and casualties. Based on the finite element software ABAQUS, this paper analyses the change rule of tunnel lining damage under long-term dynamic train load and explores the influence of tunnel buried depth on the change rule of tunnel lining damage. The excitation force function is used to generate a series of dynamic and static loads superimposed by sine functions to simulate the dynamic loads of trains. Load is applied above the tunnel by writing DLOAD subprogram. The results show that the damage of tunnel lining mainly occurs at the arch foot and the structural damage in other places can be neglected. Under the same loading condition, the greater the tunnel lining damage is. Under the same loading conditions, the tunnel lining damage increases with the increase in buried depth. According to the test results, the mathematical expressions of cumulative damage value versus loading times at the location prone to fatigue damage. It provides theoretical reference for safety evaluation and protection of tunnel structure under long-term train load.

Dynamics analysis of train-track-bridge coupled system considering spatial flexibility of high piers and system longitudinal vibrations

High-pier railway bridges are mostly applied in mountainous areas. Due to the large spatial flexibility of the high piers under train dynamic loads, especially under braking conditions, the wheel-rail (WR) dynamic interaction may become more intense in the longitudinal direction, which could induce larger deformation and impact on the train-track-bridge (TTB) coupled system. To investigate the dynamic characteristics of such complex and large system during train braking condition, a 3D train-slab track-high pier bridge (TTHPB) coupled dynamics model is established and verified by considering the system longitudinal vibrations and the spatial flexibility of high piers. In this work, the influence of concerned bridge height from 60 to 160 m on the dynamic performances of the TTHPB system under train braking condition is studied. Results indicate that the operation speed has a significant effect on carbody acceleration and WR force. The longitudinal carbody acceleration due to its high-frequency vibration, as well as its noticeable amplitude induced by the long-time frequent braking, should be carefully considered in the evaluation of riding comfort index. The longitudinal dynamic behaviour of the high pier bridge is considerable and should be paid full attention to in bridge design compared with the other two directions.

Dynamic Response Mechanism of Silt Ground under Vibration Load

The frequent vibration loads during the operation of trains can cause vibration deformation of the tunnel structure and surrounding weak strata, thereby endangering the safe operation of trains. The purpose of this paper is to study the dynamic response of surrounding soil layers caused by train vibrations through the finite difference method with FLAC3D. Based on existing research, we studied the artificially deterministic exciting force function. Then, we simulated the tunnel working conditions of a train with a 3D model, and applied the artificially deterministic exciting force function to the tunnel model. To study the vibration caused by trains in silty soil, we divided the trains into two cases, one-way and two-way. We compared the displacement–time curves of one-way and two-way trains. When the horizontal distance between the monitoring point and the vibration source increases, the peak value of the displacement–time curve decreases. As the speed of the train increases, the peak value of the displacement–time curve increases. The vertical displacement of the ground under the dynamic load of the two-way train is greater than that of the one-way train. In the acceleration–time curve, there is a lag in the ground acceleration response. The faster the speed of the subway train, the greater the peak value of the acceleration–time curve. This study can provide a guide for the evaluation and prevention of ground vibration subsidence and uneven subsidence of strata in the silt area of the Yellow River Region.