Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway
Abstract
:1. Introduction
2. Research Model of Track–Bridge Interaction
2.1. Research Model in Code
2.2. Research Model Proposed by Scholars
3. Track–Bridge Interaction Law of Different Bridge Types
3.1. Simply Supported Bridge
3.1.1. Track–Bridge Interaction Model
3.1.2. Track–Bridge Interaction Law
3.2. Continuous Beam Bridge
3.2.1. Limitation of Bridge Length
3.2.2. Track–Bridge Interaction Law
3.3. Cable-Stayed Bridge
3.3.1. Track–Bridge Interaction Model
3.3.2. Track–Bridge Interaction Law
3.4. Arch Bridge
3.4.1. Track–Bridge Interaction Model
3.4.2. Track–Bridge Interaction Law
3.5. Suspension Bridge
3.5.1. Track–Bridge Interaction Model
3.5.2. Track–Bridge Interaction Law
4. Special Problems of Track–Bridge Interaction
4.1. Earthquake Load
4.2. Complex Temperature Load
4.3. Shrinkage and Creep
4.4. Superposition of Multiple Loads
5. Conclusions
- (1)
- The theory of the track–bridge interaction has been developed with the improvement of the theories related to each part of the track and bridge system, which are more consistent with the measured results. Many practical problems of the track on the bridge can be studied by using the finite element model for refinement modeling. In bridge modeling, the finite element method and the modal superposition method are widely used due to their accuracy and efficiency. For some applications, the nonlinear characteristics of the structure can be considered in the beam–return interaction model.
- (2)
- The track–bridge interaction has shown its advantages in various engineering applications. For a large-span bridge of a high-speed railway under design or in service, it has become a common practice to evaluate the bridge by using the track–bridge interaction. Through the stress analysis of the track–bridge system, the actual service condition of the bridge can be better described, and the fatigue life assessment of the bridge can be more reliable. The longitudinal force of the rails of the five large-span railway bridges mentioned in the paper is obviously larger than that of the medium- and small-span railway bridges. Therefore, to control the force and deformation of the system, the rail expansion regulator, viscous damper, speed lock, small resistance fastener, or the support type and section type can be changed according to the actual situation.
- (3)
- Considering the loading history, the track–bridge interaction theory is more refined, which makes the calculation results more consistent with the measured results. With the development of experimental methods and statistics, seismic science, wind engineering, and other related disciplines, system excitation can be described with high precision by measured data or more and more accurate models, and numerical algorithms also show strong large-scale computing ability. It can be used to evaluate the safety of the track–bridge system under special excitations such as earthquake load, complex temperature load, shrinkage and creep load, and multiple-load superposition.
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
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City | a | b | City | a | b | City | a | b |
---|---|---|---|---|---|---|---|---|
Beijing | 27 | −5 | Hefei | 29 | 1 | Shenyang | 25 | −12 |
Chengdu | 26 | 3 | Huhehot | 23 | −12 | Shijiazhuang | 28 | −4 |
Changchun | 24 | −16 | Jinan | 28 | −3 | Taipei | 30 | 12 |
Changsha | 30 | 3 | Kunming | 20 | 4 | Taiyuan | 25 | −7 |
Chongqing | 29 | 5 | Lasa | 22 | −6 | Tianjin | 27 | −5 |
Fuzhou | 29 | 8 | Lanzhou | 24 | −7 | Urumqi | 24 | −15 |
Guangzhou | 29 | 10 | Nanchang | 30 | 3 | Wuhan | 29 | 1 |
Guiyang | 25 | 2 | Nanjing | 29 | 1 | Xian | 27 | −2 |
Harbin | 30 | −19 | Nanning | 29 | 9 | Xining | 20 | −9 |
Haikou | 29 | 13 | Macao | 29 | 11 | Yinchuan | 25 | −9 |
Hangzhou | 29 | 2 | Shanghai | 29 | 2 | Zhengzhou | 28 | −1 |
Load Case | Load Step Method Considering Loading History | The Method of Numerical Addition |
---|---|---|
Bending–braking force | 20.5 | 23.0 |
Braking force + bending force | 20.5 | 23.2 |
Bending force of rising temperature | 32.2 | 47.3 |
Expansion force + bending force | 37.2 | 47.3 |
Bending force of lowering temperature | 49.1 | 31.1 |
− Expansion force + bending force | 58.3 | 47.3 |
Bending–braking force of rising temperature | 32.6 | 51.5 |
Expansion force + bending force + braking force | 37.0 | 64.2 |
Bending–braking force of lowering temperature | 48.7 | 41.4 |
− Expansion force + bending force + braking force | 67.3 | 44.2 |
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Yan, B.; Kuang, W.; Gan, R.; Xie, H.; Huang, J. Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway. Appl. Sci. 2022, 12, 9100. https://doi.org/10.3390/app12189100
Yan B, Kuang W, Gan R, Xie H, Huang J. Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway. Applied Sciences. 2022; 12(18):9100. https://doi.org/10.3390/app12189100
Chicago/Turabian StyleYan, Bin, Wenfei Kuang, Rui Gan, Haoran Xie, and Jie Huang. 2022. "Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway" Applied Sciences 12, no. 18: 9100. https://doi.org/10.3390/app12189100
APA StyleYan, B., Kuang, W., Gan, R., Xie, H., & Huang, J. (2022). Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway. Applied Sciences, 12(18), 9100. https://doi.org/10.3390/app12189100