Running safety assessment of a train traversing a three-tower cable-stayed bridge under spatially varying ground motion

Gong, Weiping; Zhu, Zhihui; Liu, Yu; Liu, Ruitao; Tang, Yongjiu; Jiang, Lizhong

doi:10.1007/s40534-020-00209-8

Cited by 44 publications

(12 citation statements)

References 37 publications

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“…The trackembankment-ground system is modeled as a 3D model by a finite element analysis software package (Wang et al, 2018). Based on the wheel-rail linear Hertzian contact assumption (Ma et al, 2020), a timedependent train-track-embankment-ground coupled system is established by means of the approach reported by Zhu et al (2017Zhu et al ( , 2018aZhu et al ( , 2019 and Gong et al (2020). For each case of the 3D simulations, a time step Dt of 0.002 s is adopted.…”

Section: Results Comparisons and Discussionmentioning

confidence: 99%

A framework combining pseudo-excitation method and two-and-a-half-dimensional finite element method for random ground vibrations induced by high-speed trains

Wang

Zhu

Costa

et al. 2020

Advances in Structural Engineering

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A framework is developed in this article to predict the nonstationary random ground vibrations induced by high-speed trains, by combining the pseudo-excitation method with the two-and-a-half-dimensional finite element method. This development contains two steps. First, the power spectral density of the wheel–rail dynamic force is accurately obtained through the combination of the pseudo-excitation method and a vehicle–slab-track–ground theoretical model. Second, the nonstationary random ground vibrations are efficiently solved by combining the pseudo-excitation method and the two-and-a-half-dimensional finite element method, where the power spectral density of the wheel–rail dynamic force obtained in the former step is used to constitute the pseudo-loads. In the numerical examples, the accuracy and efficiency of the proposed approach are validated through the comparison to the fast three-dimensional random method for train–track–soil system developed previously. The results show that the proposed approach can predict the train-induced random ground vibrations with sufficient accuracy and has three-to-five times increase in efficiency in comparison to the fast three-dimensional random method.

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Section: Results Comparisons and Discussionmentioning

confidence: 99%

A framework combining pseudo-excitation method and two-and-a-half-dimensional finite element method for random ground vibrations induced by high-speed trains

Wang

Zhu

Costa

et al. 2020

Advances in Structural Engineering

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“…Jiang [8] used the new point estimate method to analyze the random dynamic responses of the 3D train-bridge coupled system with random parameters. Gong [9] studied the in uence of spatially varying ground motion on the dynamic behavior of a train passing through a cablestayed bridge. Xiang [10] investigated the in uence of the track irregularity and deck deformation on the running safety of HSR trains.…”

Section: Introductionmentioning

confidence: 99%

Study on the Vertical Stiffness of Bridge Expansion Joints Based on the Vehicle-Track-Bridge Coupled Model

Wang

Gao

Yang

2022

Shock and Vibration

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Bridge expansion joints (BEJs) are equipped at the girder end of long-span railway bridges to ensure the reliable transition of the track. BEJs should have suitable dynamic stiffness to ensure the running safety and stability of the vehicle. To explore the influence of dynamic vertical stiffness of BEJs on the dynamic response of vehicle, track, and bridge, a three-dimensional vehicle-track-bridge coupled model is established, and the influence of sleeper spacing and vehicle speed are taken into consideration. Taking a high-speed railway line in China as a case study, the dynamic response of the whole system is calculated. The results show that (1) the dynamic response of BEJs and the vehicle is affected by the vehicle speed and sleeper spacing. With the increase of vehicle speed and sleeper spacing, the dynamic response of the system increases; (2) the vertical stiffness of BEJs will affect the dynamic response of BEJs and the interaction between the wheel and rail: the vertical dynamic displacement of movable sleeper will exceed the limit if the vertical stiffness of pressure-bearing is insufficient, and the wheel unloading rate may exceed the limit if the vertical stiffness of the cushion plate is insufficient. Based on the results, the larger vertical stiffness of the cushion plate and pressure-bearing is recommended. These results have been applied to the design of BEJs on the studied railway line, which are in good service condition at present.

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“…Moreover, the seismic analysis of the railway bridge-track system built on the mountainous topography needs to consider two negative effects: (i) the dynamic characteristics and seismic responses of adjacent spans of irregular bridges (such as different pier heights, different bridge types, etc.) are different due to various topographies [3,4]; (ii) the spatial variability effect of ground motion distribution caused by local site and irregular topography leads to different parameters of ground motion excitation at different pier locations [5][6][7].…”

Section: Introductionmentioning

confidence: 99%

Seismic analysis of high-speed railway irregular bridge–track system considering V-shaped canyon effect

Zhu

Tang

et al. 2021

Rail. Eng. Science

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To explore the effect of canyon topography on the seismic response of railway irregular bridge–track system that crosses a V-shaped canyon, seismic ground motions of the horizontal site and V-shaped canyon site were simulated through theoretical analysis with 12 earthquake records selected from the Pacific Earthquake Engineering Research Center (PEER) Strong Ground Motion Database matching the site condition of the bridge. Nonlinear seismic response analyses of an existing 11-span irregular simply supported railway bridge–track system were performed under the simulated spatially varying ground motions. The effects of the V-shaped canyon topography on the peak ground acceleration at bridge foundations and seismic responses of the bridge–track system were analyzed. Comparisons between the results of horizontal and V-shaped canyon sites show that the top relative displacement between adjacent piers at the junction of the incident side and the back side of the V-shaped site is almost two times that of the horizontal site, which also determines the seismic response of the fastener. The maximum displacement of the fastener occurs in the V-shaped canyon site and is 1.4 times larger than that in the horizontal site. Neglecting the effect of V-shaped canyon leads to the inappropriate assessment of the maximum seismic response of the irregular high-speed railway bridge–track system. Moreover, engineers should focus on the girder end to the left or right of the two fasteners within the distance of track seismic damage.

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Running safety assessment of a train traversing a three-tower cable-stayed bridge under spatially varying ground motion

Cited by 44 publications

References 37 publications

A framework combining pseudo-excitation method and two-and-a-half-dimensional finite element method for random ground vibrations induced by high-speed trains

A framework combining pseudo-excitation method and two-and-a-half-dimensional finite element method for random ground vibrations induced by high-speed trains

Study on the Vertical Stiffness of Bridge Expansion Joints Based on the Vehicle-Track-Bridge Coupled Model

Seismic analysis of high-speed railway irregular bridge–track system considering V-shaped canyon effect

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