Track Bridge System Research Articles

Damage Analysis of High-Speed Railway Bridge-Track System with Unequal Pier Heights Under Near-Fault Earthquake Based on FK-FE Method

ABSTRACT Canyons have a significant influence on near-fault earthquakes, and near-fault earthquakes exhibit strong amplitude and large spatial variability. In turn, this causes the damage and deformation of the high-speed railway (HSR) bridge-track system with unequal pier heights, which affects the normal service of the unequal pier heights bridge and the safe running of the train. This study investigates the damage and deformation of HSR bridge-track systems with unequal pier height in canyon areas under near-fault seismic based on FK (frequency wavenumber)-FE (finite element) method. It aims to offer suggestions for seismic design in canyon regions of HSR unequal pier height bridges. First, a finite fault kinematic hybrid source model and a canyon site model were established, and the FK-FE hybrid method was employed to simulate the three-dimensional (3D) site motion considering the full process of the seismic source-propagation medium-complex site (SSPC). Then, the influence of near-fault earthquakes and the canyon topography on the spatial distribution of near-fault ground motions were analyzed, and the non-uniform near-fault seismic excitation at the bottom of each pier considering the canyon topography effect was obtained. Finally, a nonlinear dynamic FE model of the HSR bridge-track system was established, and its damage patterns and mechanism in canyon near-fault earthquakes were analyzed. The results indicate that near-fault earthquakes in the canyon exhibit significant vertical and sliding effects with significant spatial variability and the FK-FE method can provide more accurate ground motion input. The seismic damage to HSR bridge-track systems increases as the fault distance decreases, and topography effects further aggravates seismic damage to HSR bridges. Moreover, vulnerable areas in the track system are often found at girder ends. Therefore, for HSR bridges in canyon regions, seismic input needs to comprehensively consider the effects of near-fault earthquakes and topography, with post-earthquake focus on damage assessment at girder ends.

Study on the equivalent coefficients of seismic-induced track dynamic irregularities based on post-seismic running performance

The deterioration of track surface smoothness after seismic action of the track-bridge system is a key factor influencing the post-seismic operating safety of high-speed trains. This study proposes a linear mapping relationship between seismic-induced irregularities and the operation performance of high-speed trains to simplify the calculation of the seismic-induced dynamic irregularity building upon the residual geometric irregularity. It introduces the concept of an equivalent coefficient for seismic-induced dynamic irregularities. Within the study context, the validity of this equivalent coefficient in the post-seismic operation performance analysis of high-speed trains on bridges is confirmed, taking into account the randomness of ground motions. In addition, the impact of ground motion intensity and the structural natural vibration period on the equivalent coefficient for seismic-induced dynamic irregularities is examined. The study findings revealed that the magnitude of seismic-induced residual geometric irregularities in the track-bridge system far exceeds that of dynamic irregularities induced by earthquakes. Damage to the track-bridge system under seismic action primarily presents as residual deformations, with stiffness degradation playing a secondary role. There is a significant correlation between the root mean square velocity of seismic-induced irregularities and the post-seismic operation level in high-speed trains. This correlation is a quantitative basis for establishing the equivalent coefficient of seismic-induced dynamic irregularities. Under identical peak ground acceleration (PGA) conditions, the equivalent coefficient for dynamic irregularities in the track-bridge system during NF (near-fault) earthquakes is considerably lower than that during MFF (mid-far-field) earthquakes. This underscores the notable impact of the velocity pulse effect on the equivalent coefficient of seismic-induced dynamic irregularities. An increase in ground motion intensity and the structural natural period leads to a rise in the equivalent coefficient of dynamic irregularities. Finally, the stiffness degradation effect in critical components of the track-bridge system shows greater sensitivity to the ground motion intensity and the structural natural period.

Energy response analysis and seismic isolation strategy optimization of high-speed railway bridge-track system under earthquake action

The formulation and optimization of a seismic isolation strategy is crucial for improving the seismic performance of high-speed railway bridge-track systems (HSRBTS) under earthquake action. In line with this proposition, therefore, this paper studies the seismic isolation strategy optimization of HSRBTS based on an energy response analysis. More specifically, the energy dissipation distribution of common and isolation HSRBTS under different earthquake strength levels is analyzed. The results show that when the peak ground acceleration (PGA) is greater than 0.3g, the seismic input energy of isolation HSRBTS is smaller than common HSRBTS. With the increase of PGA, the total proportion of hysteretic energy dissipation increases while the proportion of damping energy dissipation decreases in common HSRBTS, with the opposite being observed in isolation HSRBTS. Bearings and piers are the main hysteretic energy dissipation components for HSRBTS. Thus, in view of the energy dissipation requirements and structural characteristics of HSRBTS, this paper proposes an energy-based optimization principle. Under the existing isolation HSRBTS, the seismic isolation strategy is optimized to achieve a uniform distribution in hysteretic energy dissipation, while the effectiveness of the optimized seismic isolation strategy is submitted to further verification.

Null Phase Assumption-Based Technique for Constructing the Target Model of Seismic Irregularity on High-Speed Railways

High-speed railways are “lifeline projects” that shoulder the heavy responsibility of transporting relief supplies and medical forces for the first time after earthquakes. To ensure the train’s safety after earthquakes, it is of great urgency to ascertain a post-earthquake speed threshold. To that end, a target model for seismic irregularity emerges as a key parameter. In this paper, a null phase assumption-based technique for the mutual conversion between evolutionary power spectral density and non-stationary signal was proposed. Taking a high-speed railway track-bridge system as the research object, the target model of seismic irregularities was constructed based on the proposed technique. The rationality of the target model of seismic irregularities was verified, and the construction parameter settings were discussed. Moreover, a simplified frequency-domain fitting method for the target model of seismic irregularities was proposed based on the spectral decomposition theory. According to the research findings, the null phase assumption-based technique is capable of performing interconversion between seismic irregularity and its evolutionary power spectral density with satisfactory accuracy. It is recommended to set the minimum number of seismic irregularities, spatial sampling interval, hop size, and length of window function as 50, 0.25[Formula: see text]m, 1, and 40 to 100, respectively.

Effect of Subsequent Subgrade on Seismic Response of the High-Speed Railway Track–Bridge System

As an important part of the boundary conditions on both sides of the high-speed railway track–bridge system, the seismic response of the subgrade structure is different from that of the bridge structure. This difference has become increasingly significant with the widespread adoption of continuous welded rail technology in bridge construction. Therefore, investigating the seismic response of the bridge system, with a specific focus on the longitudinal constraint effects of the subsequent subgrade track structure, is of paramount importance. Utilizing finite element software, two distinct bridge models are developed: one incorporating the subsequent subgrade track structure and another excluding it. Through nonlinear time history analysis under varying seismic intensities, it is demonstrated that the longitudinal constraint of the subsequent subgrade track structure mitigates the longitudinal displacements and internal forces in critical components of the high-speed railway track–bridge system. Concurrently, acknowledging the heightened complexity and cost associated with post-earthquake repairs of the bridge structure compared to subgrade structure, this study uses a risk transfer connecting beam device. This device can redirect seismic damage from bridge structure to subgrade structure, thereby potentially reducing post-seismic repair expenses for the bridge.

Comparison of time-domain and frequency-domain models for vibration prediction of a rail transit viaduct paved with floating slab track

Noise from rail transit viaducts often has a negative effect on surrounding buildings and nearby residents. To reduce the bridge vibration and radiated noise, floating slab tracks have been widely adopted in rail transit viaducts. To calculate the vibration of coupled track-bridge systems, both time-domain and frequency-domain methods can be applied although their relative performance is not very clear. This study aims to compare the two approaches and then provide some guidelines in choosing the appropriate method for predicting the vibration. The principle and methodology of the two calculation methods are firstly introduced, and the models for the train, floating slab track and bridge are developed using similar parameters. To further improve the efficiency and accuracy of the frequency-domain method, a half period method and a weighted average method are proposed to calculate the average responses of a certain point on the rail, floating slab and bridge to approximate the response during the pass-by. An indirect method is used to estimate the wheel–rail combined roughness from the measured rail acceleration when the train is running on the bridge, and compared with the direct measurement rail roughness. For the vibration of the bridge and floating slab, comparisons are made between results obtained from the time-domain and frequency-domain methods with different train speeds, and between results from experiment and simulation with different roughness. It is found that the wheel–rail contact forces and other structural responses from the two approaches show good consistency in the frequency region above 20 Hz. It is shown that a good approximation of the response during the pass-by can be obtained using the frequency-domain method by adopting the half period average or a simplified weighted average of two wheel position cases. When using the measured roughness and estimated roughness, the simulated vibration of the floating slab and bridge match well with the experimental results, and the indirect method can be used to modify direct measurement roughness in lower frequency regions. In the vibration prediction, the rail vibration or roughness, and other parameters in the vehicle–track–bridge system, should be measured accurately to ensure high reliability.

Dynamic behavior of rack vehicle-track(rack) coupled system on super-large-slope bridges

Rack railways are mainly used in mountainous areas, where inevitably, super-large-slope bridge structures appear. The dynamic behavior of the rack vehicle-track(rack) coupled system on super-large-slope bridge is rarely studied. To address this issue, a dynamic interaction model for rack vehicle-track(rack)-bridge system is established by considering the detailed dynamic meshing behavior of gear-rack and the dynamic contact behavior of the wheel-rail. On this basis, the gear-rack meshing force and the wheel-rail contact force of rack vehicles are studied under lines with varying slopes, and the dynamic behavior of the rack vehicle and the track-bridge system with a slope of 250‰ is further analyzed. Research results show that as the slope line increases, the gear and rack meshing force increases, but the wheel-rail vertical force decreases. Concurrently, the stability index of the vehicle changed considerably, and the stability of the vehicle decreases substantially. The maximum values of the vibration acceleration of the vehicle body and bridge are 0.4 m/s2 and 0.5 m/s2, respectively, meeting the requirements of the relevant standards for the vibration acceleration of the vehicle body and bridge. Further analysis reveals that the vibration of rack is mainly affected by the meshing force, and the vibration of the bridge is mainly affected by the wheel-rail force. These research results can offer a theoretical basis for the pre-design, post-operation, and maintenance of rack railways.

Study of post-earthquake train running performance considering earthquake-induced track irregularity

It is necessary to study the dynamic performance of high-speed trains to obtain the safe operation. In this paper, a seismic analysis of a track-bridge system subjected to near-field random earthquakes is carried out, and the geometric distribution of the residual and dynamic irregularities of rails after earthquake is explored. Based on the reliability theory and probability guarantee rate, an equivalent coefficient of earthquake-induced dynamic irregularity is proposed. The dynamic analysis of the train-track-bridge system is carried out, considering earthquake-induced track irregularity, and the speed limit of high-speed trains after the seismic event is proposed, ensuring the running safety. The results show that the amplitude of residual irregularity is much larger than that of the dynamic irregularity. The influence of the earthquake-induced track irregularity on the derailment coefficient and transverse acceleration of high-speed trains is significant increasing with the increase of the train operation speed. The earthquake-induced track irregularity has small effect on the vertical dynamic performance of high-speed trains. Based on probability guarantee rate, considering the random initial track irregularity, the operation speed limit of high-speed trains is set to 72 km/h. The research results can provide certain theoretical basis for the post-earthquake running safety evaluation of high-speed trains.

Influence of velocity pulse effect on earthquake-induced track irregularities of high-speed railway track–bridge system under near-fault ground motions

Influence of velocity pulse effect on earthquake-induced track irregularities of high-speed railway track–bridge system under near-fault ground motions

A seismic response prediction method based on a self-optimized Bayesian Bi-LSTM mixed network for high-speed railway track-bridge system

A seismic response prediction method based on a self-optimized Bayesian Bi-LSTM mixed network for high-speed railway track-bridge system

Temperature effects on noise radiated by concrete railway structures

In recent years, concerns have arisen regarding the periodic deformation of high-speed railway tracks owing to the temperature effects caused by the solar radiation. This phenomenon has prompted investigations into temperature-induced changes in the dynamic responses of vehicle–track–bridge systems. Previous studies have commonly taken the additional track irregularity caused by thermal deformation as the sole factor affecting dynamic responses while neglected changes in the structural frequency response characteristics. Structural radiation noise is also a prominent issue that affects the lives of people and the environment. However, studies on track–bridge-borne noise rarely consider the influence of temperature. To address the impact of temperature on structure-borne noise radiated by tracks and bridges, this study employed a sequentially coupled multi-physics analysis method. This approach allowed a comprehensive exploration of the temperature effects on track irregularities, structural frequency responses, and sound radiation efficiency. A full-scale temperature deformation field test of a CRTS III slab was also conducted to determine the necessary initial thermodynamic boundary conditions. The analysis results revealed that the thermally induced deterioration of track irregularity and changes in structural frequency response characteristics were the primary factors affecting structure-borne noise radiated by track–bridges under local climate conditions.

Analysis of Key Influencing Factors of Track Dynamic Irregularity Induced by Earthquakes in the High-Speed Railway Track–Bridge System

Stiffness degradation of track–bridge systems under earthquake excitations can lead to track dynamic irregularity, impacting the safety of train operations post-earthquake. In this paper, the nonlinear time-history analysis of CRTS II track–bridge system model established by ANSYS finite element analysis software is carried out under the action of transverse random earthquake. The train–track–bridge system model considering the stiffness degradation caused by earthquake is established by MATLAB, and the earthquake-induced track dynamic irregularity sample library is constructed. The probability distribution mode of the power spectral density sample of the earthquake-induced track dynamic irregularity is explored and the calculation method based on the probability guarantee rate is proposed. The influence of structural damping ratio, train running speed and train type on the power spectral density curve of the earthquake-induced track dynamic irregularity is analyzed. The results show that the power spectrum samples of track dynamic irregularity conform to the hypothesis test of a normal distribution. The power spectral density of earthquake-induced dynamic irregularity primarily consists of medium and low-frequency components. When the structural damping ratio increases from 0.03 to 0.04, 0.04 to 0.05, 0.05 to 0.06, and 0.06 to 0.07, the variation gradients are 0.1701, 0.1240, 0.1034 and 0.0999, respectively, which indicates that the structural damping ratio has a significant effect on the power spectral density of earthquake-induced irregularity, and the impacts of train speed and train type on the power spectral density of near-fault earthquake-induced irregularity are minimal.

Optimizing seismic fragility assessments for high-speed railway track bridges: a novel multi-parameter methodology and intensity measure selection

This research innovatively presents a multi-parameter seismic fragility analysis methodology anchored on Blending ensemble learning tailored for the high-speed railway track-bridge (HSRTB) system. Leveraging ensemble machine learning models, a seismic demand model encapsulating multiple earthquake intensity measures (IMs) is formulated. The research progresses to deduce the mean seismic fragility representations for single, dual, and composite earthquake parameters. Key findings of this investigation underscore that the advanced methodology aligns well with the Monte Carlo (MC) fragility, signifying its robustness. Crucially, earthquake IM parameters, Sa(0.5) and Sa(0.3)_ASI, emerged as the optimal choices for singular and dual-parameter seismic fragility delineations. Further enriching this research, a composite parameter optimization technique rooted in multi-CPU genetic algorithms is proposed. This avant-garde method remarkably minimizes the fragility estimation error, emphasizing its unparalleled efficacy in enhancing the precision of fragility evaluations.

Investigating earthquake-induced irregularity based on post-earthquake running performance analysis of track-bridge system

In evaluating post-earthquake damage to track-bridge systems, this study conducts nonlinear time history analysis on the CRTS II ballastless track simply-supported beam system subjected to transverse earthquake loading and explores the characteristics of residual displacement and stiffness degradation of the track-bridge system under transverse earthquakes. The effect of the earthquake-induced stiffness degradation of track-bridge systems on the dynamic performance of high-speed trains is investigated, and earthquake-induced dynamic irregularities are constructed to quantify the overall stiffness degradation degree of the track-bridge system. Furthermore, a reconstruction method for the earthquake-induced dynamic irregularity characteristic curve is proposed, considering probability guarantee rates. The research results indicate that the earthquake-induced dynamic irregularity can effectively quantify the running performance degree of high-speed trains under earthquake-induced stiffness degradation conditions. The transverse acceleration and derailment coefficient of high-speed trains increase as the ground motion intensity rises. The amplitude of the characteristic curve grows significantly with the increase in pier height.

Extreme-oriented sensitivity analysis using sparse polynomial chaos expansion. Application to train–track–bridge systems

The use of sensitivity analysis is essential in model development for the purposes of calibration, verification, factor prioritization, and mechanism reduction. While most contributions to sensitivity methods focus on the average model response, this paper proposes a new sensitivity method focusing on the extreme response and structural limit states, which combines an extreme-oriented sensitivity method with polynomial chaos expansion. This enables engineers to perform sensitivity analysis near given limit states and visualize the relevance of input factors to different design criteria and corresponding thresholds. The polynomial chaos expansion is used to approximate the model output and alleviate the computational cost in sensitivity analysis, which features sparsity and adaptivity to enhance efficiency. The accuracy and efficiency of the method are verified in a truss structure, which is then illustrated on a dynamic train–track–bridge system. The role of the input factors in response variability is clarified, which differs in terms of the design criteria chosen for sensitivity analysis. The method incorporates multi-scenarios and can thus be useful to support decision-making in design and management of engineering structures.

System-level seismic fragility of high-speed railway track-bridge system with component-replaceable U-shaped combined steel damper

A component-replaceable U-shaped combined steel damper (UCSD) was presented as an energy dissipation device to mitigate the seismic damage of high-speed railway track-bridge system (HSRTBS). The energy-dissipation modules inside the UCSD can be replaced by removing the high-tensile bolts. A low cyclic test of the energy dissipation module was carried out. Parametric analysis of the UCSD with varying U-shaped plate thicknesses was conducted using finite element analysis, including 8, 10, 12, 14, and 16 mm. To study the effect of the UCSD on HSRTBS under near-fault ground motions, twenty-eight near-fault records recommended by FEMA-P695 were selected, and the UCSD was installed adjacent to bearings in HSRTBS. Component-level fragility curves of HSRTBS with UCSDs with the different thicknesses of U-shaped plates were compared. To comprehensively and efficiently evaluate the contribution of the UCSDs on HSRTBS, system-level fragility curves were obtained by the product of the conditional marginal (PCM) method. Results indicate that the UCSD exhibits excellent hysteresis performance and energy dissipation capacity, improving with the U-shaped plate. At the maximum considered earthquakes (MCE) level, the exceeding probability of complete damage of the system is reduced from 100 % to 95 %, 79 %, 57 %, 35 %, and 20 % respectively after adding UCSDs in five different U-shaped plate thicknesses. This reveals that the proposed UCSD can effectively mitigate HSRTBS seismic damage under near-fault motions, progressively improving with increased U-shaped plate thickness.

Exceeding probability analysis for rail of high-speed railway under seismic excitations

PurposeThe smoothness of the high-speed railway (HSR) on the bridge may exceed the allowable standard when an earthquake causes vibrations for HSR bridges, which may threaten the safety of running trains. Indeed, few studies have evaluated the exceeding probability of rail displacement exceeding the allowable standard. The purposes of this article are to provide a method for investigating the exceeding probability of the rail displacement of HSRs under seismic excitation and to calculate the exceeding probability.Design/methodology/approachIn order to investigate the exceeding probability of the rail displacement under different seismic excitations, the workflow of analyzing the smoothness of the rail based on incremental dynamic analysis (IDA) is proposed, and the intensity measure and limit state for the exceeding probability analysis of HSRs are defined. Then a finite element model (FEM) of an assumed HSR track-bridge system is constructed, which comprises a five-span simply-supported girder bridge supporting a finite length CRTS II ballastless track. Under different seismic excitations, the seismic displacement response of the rail is calculated; the character of the rail displacement is analyzed; and the exceeding probability of the rail vertical displacement exceeding the allowable standard (2mm) is investigated.FindingsThe results show that: (1) The bridge-abutment joint position may form a step-like under seismic excitation, threatening the running safety of high-speed trains under seismic excitations, and the rail displacements at mid-span positions are bigger than that at other positions on the bridge. (2) The exceeding probability of rail displacement is up to about 44% when PGA = 0.01g, which is the level-five risk probability and can be described as 'very likely to happen'. (3) The exceeding probability of the rail at the mid-span positions is bigger than that above other positions of the bridge, and the mid-span positions of the track-bridge system above the bridge may be the most hazardous area for the running safety of trains under seismic excitation when high-speed trains run on bridges.Originality/valueThe work extends the seismic hazardous analysis of HSRs and would lead to a better understanding of the exceeding probability for the rail of HSRs under seismic excitations and better references for the alert of the HSR operation.

VHXLA: A post-earthquake damage prediction method for high-speed railway track-bridge system using VMD and hybrid neural network

The timely and accurate prediction of post-earthquake damage is critically important for ensuring the safety of high-speed railway track-bridge systems. The study introduces a novel method known as the VHXLA model. This innovative model blends variational mode decomposition (VMD) with a hybrid neural network for predicting non-linear multi-component post-earthquake damage in high-speed railways. The VHXLA model comprises a signal processing module and a deep learning module. The signal processing module utilises VMD decomposition, and the Hilbert transform (HT) to transform two-dimensional seismic signals into four-dimensional complex time–frequency signals, thus simplifying the task of identifying seismic time–frequency characteristics via the neural network. The deep learning module integrates diverse types of neural network components, such as the Xception CNN feature extraction submodule, the LSTM RNN temporal learning submodule, and the multi-head attention mechanism submodule. A Bayesian self-optimisation method is implemented to determine the number of decomposition layers in VMD and select essential hyperparameters. The model's effectiveness is evaluated by predicting the damage of an experimentally validated finite element model, subjecting it to seismic loads, and thus gauging its performance. The results indicated that the signal processing module, based on VMD decomposition, significantly improves the neural network's signal processing capability. In addition, the synergistic integration of different modules in the VHXLA model provides superior prediction accuracy compared to pre-existing damage prediction models. Notably, the prediction accuracy is consistent across different positions of the same predicted component in the high-speed railway track-bridge system.

Two-dimensional seismic simulation based on spectral element method and its application in high-speed railway track-bridge system

Seismic investigations of engineering structures under near-field ground motions typically utilize probabilistic earthquake methods. This study introduces a two-dimensional profile model developed for the spectral element method, taking the Chi-Chi earthquake as an exemplar. By integrating source parameters and station information, we use the SPECFEM2D code for seismic simulations. To demonstrate our method's practicality, we compare the PGA and spectrum of our simulated ground motions with actual seismic records. Further, we calculate the seismic response of the high-speed railway track and bridge system (HSRTBS) under two seismic excitations, assessing peak response errors across the track system, girder, support, and pier. The case study verifies that the simulated ground motions in this paper can be used in the seismic analysis of HSRTBS, providing seismic excitation for the seismic design of the structure and effectively complementing the scenario with limited seismic records. Moreover, the seismic simulation method used in this paper can reduce the number of elements and improve computational efficiency.

Dynamic Response and Running Safety of High-Speed Railway Train–Track–Bridge System Under Near-Fault Pulse-Type Ground Motion

The pulse effect of near-fault ground motion has asevere threat to high-speed railway train running on bridge. Current research generally relies on numerical simulation and lacks physical test data. In this paper, a scale indoor physical test of high-speed train running on bridge is conducted and dynamic characteristics of high-speed railway train–track–bridge system under near-fault pulse-type ground motion are explored. The bridge of the physical test is excited by shaking table with lateral inputs of near-fault pulse-type ground motion, pulse-free ground motion and far-field ground motion. A corresponding numerical model is established and validated by the test data. Then, the influence regularities of pulse effect on system dynamic response and running safety indexes are explored under different peak ground acceleration (PGA) and train speeds using data of the physical tests and the numerical simulation comprehensively. Results suggest that compared to the near-fault pulse-free ground motion and the far-field ground motion, the near-fault pulse-type ground motion leads to larger lateral beam displacement, lateral train acceleration, and running safety indexes in different degrees. And from the data results of this paper, its lateral wheel–rail force and derailment coefficient are the first to break through the limit values. By studying the parameter sensitivity of lateral train acceleration, it was found that under the near-fault pulse-type ground motion, the lateral train acceleration is significantly more sensitive to changes of train speed and PGA. From the perspective of energy, the near-fault pulse-type ground motion results in spectrum intensity (SI) indexes which are larger and improve faster with the increase of PGA than other ground motions. This indicates that it inputs significantly more energy into the high-speed railway train–track–bridge system, although it may not excite larger lateral beam acceleration.