Transverse-Direction Post-Seismic Running Safety of Longitudinally Connected Ballastless Track–Continuous Girder Bridge Systems Considering Earthquake Damage State
Abstract
1. Introduction
2. Post-Seismic Damage Analysis of LCBTCGB
2.1. Simulation Model and Ground Motion Input for LCBTCGB
2.2. Post-Seismic Damage State Analysis of Key Interlayer Components in LCBTCGB
- (1)
- Fixed Bearings
- (2)
- Lateral blocks
- (3)
- Sliding Layer and Friction Plates
2.3. Post-Seismic Residual Deformation Analysis of Each Structural Layer in LCBTCGB
3. Coupled Dynamic Model of Train–LCBTCGB
3.1. LCBTCGB Model
3.2. Train Model
3.3. Wheel–Rail Contact Relationship
3.4. Extraction of EDS of LCBTCGB
3.5. Coupled Dynamic Train–LCBTCGB Model Considering EDS
3.6. Validation of Coupling Dynamic Model of Train-LCBTCGB Considering EDS
4. Post-Seismic Running Safety of LCBTCGB in the Transverse Bridge Direction, Considering and Not Considering EDS
4.1. Impact on Train Running Performance Considering and Not Considering EDS
4.2. Train Running Safety Analysis Considering and Not Considering EDS
4.3. Post-Seismic Running Safety Threshold Considering and Not Considering EDS
5. Conclusions
- (1)
- A coupled dynamic train–LCBTCGB model considering the EDS was established and verified. The calculated results were in good agreement with the literature results, verifying the accuracy of the established coupled dynamic model.
- (2)
- For rare earthquakes, without considering EDS, the running safety judgment after the earthquake was underestimated, and the risk increased by 13.6%. For designed earthquakes, the running safety risk after an earthquake increased by 18.7% if EDS was not considered. The risk of the train running safety index exceeding the limit did not increase linearly with the earthquake intensities when considering or not considering EDS.
- (3)
- When considering EDS, the derailment coefficient and wheel axle lateral force exceeded the limit value when the earthquake intensity reached 0.2 g, while when EDS was not considered, the derailment coefficient and wheel axle lateral force exceeded the limit value when the earthquake intensity reached 0.3 g. When the earthquake intensity reached 0.5 g, the influence on the derailment coefficient was greater with or without considering the EDS, but the influence on the wheel axle lateral force was not much different.
- (4)
- When conducting post-earthquake analysis of running safety for LCBTCGBs, it is suggested to consider the EDS.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
References
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Component | Vertical Stiffness (Mpa) | Transverse Stiffness (Mpa) | Yield Point (mm) |
---|---|---|---|
Fixed bearing | 1 × 104 | 33.2 | 2 |
Lateral block | 1.375 × 103 | 238.68 | 2 |
Sliding layer | 1.5 × 103 | 12 | 0.5 |
Friction plate | 1 × 106 | 4.26 × 106 | 0.5 |
Symbol | Seismic Area Name | Station Name | RSN | PGA (g) |
---|---|---|---|---|
R1 | “Irpinia_Italy-01” | “Auletta” | RSN284_ITALY_A-AUL000.AT2 | 0.05513 |
R2 | “Superstition Hills-02” | “Parachute Test Site” | RSN723_SUPER.B_B-PTS225.AT2 | 0.43182 |
R3 | “Imperial Valley-06” | “El Centro Array #3” | RSN178_IMPVALL.H_H-E03140.AT2 | 0.26739 |
R4 | “Coyote Lake” | “Gilroy Array #4” | RSN149 _COYOTELK_G04270.AT2 | 0.23291 |
R5 | “Loma Prieta” | “Gilroy Array #3” | RSN767_LOMAP G03000.AT2 | 0.55912 |
Components | Indexes | Limit Value of Transverse Damage | |||
---|---|---|---|---|---|
Slight | Moderate | Severe | Complete | ||
Fixed bearings | Displacement | 2 | 4 | 6 | 8 |
Sliding layer | Displacement | 0.5 | 1.0 | 1.5 | 2 |
Friction plate | Displacement | 0.5 | 1.0 | 1.5 | 2 |
Fastener | Displacement | 2 | 3 | 4 | 5 |
Lateral block | Displacement | 2 | 3 | 4 | 5 |
Parameter | Motor Car | Trail Car | Parameter | Motor Car | Trail Car |
---|---|---|---|---|---|
(kg) | 4.8 × 104 | 4.4 × 104 | (N/m·s) | 0 | 0 |
(kg·m2) | 1.15 × 105 | 1 × 105 | (N/m·s) | 5 × 104 | 5 × 104 |
(kg·m2) | 2.7 × 106 | 2.7 × 106 | (kg·m2) | 2.4 × 105 | 2.8 × 105 |
(kg·m2) | 2.7 × 106 | 2.7 × 106 | (kg·m2) | 4.8 × 105 | 5.6 × 105 |
(kg) | 3.2 × 103 | 2.4 × 103 | (N/m·s) | 4 × 105 | 3 × 105 |
(kg·m2) | 3.2 × 103 | 2.4 × 103 | (N/m·s) | 1.2 × 105 | 1.2 × 105 |
(kg·m2) | 7.2 × 103 | 5.4 × 103 | (N/m·s) | 3 × 104 | 2.5 × 104 |
(kg·m2) | 6.8 × 103 | 5.1 × 103 | (N/m·s) | 6 × 104 | 6 × 104 |
(kg) | 2.4 × 103 | 2.4 × 103 | (m) | 1.25 | 1.25 |
(kg·m2) | 1.2 × 103 | 1.2 × 103 | (m) | 8.6875 | 9 |
(kg·m2) | 1.2 × 103 | 1.2 × 103 | (m) | 1.025 | 1.025 |
(N/m) | 9 × 106 | 1.5 × 107 | (m) | 1.025 | 1.025 |
(N/m) | 3 × 106 | 5 × 106 | (m) | 0.36 | 0.83 |
(N/m) | 1.04 × 106 | 7 × 105 | (m) | 0.24 | 0.15 |
(N/m·s) | 0 | 0 | (m) | 0.33 | 0.34 |
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Feng, Y.; Xu, S.; Wu, B.; Zhou, W.; Liu, X.; Wu, L.; Rao, J.; Xiang, P.; Guo, Z. Transverse-Direction Post-Seismic Running Safety of Longitudinally Connected Ballastless Track–Continuous Girder Bridge Systems Considering Earthquake Damage State. Buildings 2024, 14, 3803. https://doi.org/10.3390/buildings14123803
Feng Y, Xu S, Wu B, Zhou W, Liu X, Wu L, Rao J, Xiang P, Guo Z. Transverse-Direction Post-Seismic Running Safety of Longitudinally Connected Ballastless Track–Continuous Girder Bridge Systems Considering Earthquake Damage State. Buildings. 2024; 14(12):3803. https://doi.org/10.3390/buildings14123803
Chicago/Turabian StyleFeng, Yulin, Shenglin Xu, Bitao Wu, Wangbao Zhou, Xiang Liu, Liangqin Wu, Junhuan Rao, Ping Xiang, and Zhongzhao Guo. 2024. "Transverse-Direction Post-Seismic Running Safety of Longitudinally Connected Ballastless Track–Continuous Girder Bridge Systems Considering Earthquake Damage State" Buildings 14, no. 12: 3803. https://doi.org/10.3390/buildings14123803
APA StyleFeng, Y., Xu, S., Wu, B., Zhou, W., Liu, X., Wu, L., Rao, J., Xiang, P., & Guo, Z. (2024). Transverse-Direction Post-Seismic Running Safety of Longitudinally Connected Ballastless Track–Continuous Girder Bridge Systems Considering Earthquake Damage State. Buildings, 14(12), 3803. https://doi.org/10.3390/buildings14123803