Running safety and seismic optimization of a fault-crossing simply-supported girder bridge for high-speed railways based on a train-track-bridge coupling system

Abstract

Bridges crossing active faults are more likely to suffer serious damage or even collapse due to the wreck capabilities of near-fault pulses and surface ruptures under earthquakes. Taking a high-speed railway simply-supported girder bridge with eight spans crossing an active strike-slip fault as the research object, a refined coupling dynamic model of the high-speed train-CRTS III slab ballastless track-bridge system was established based on ABAQUS. The rationality of the established model was thoroughly discussed. The horizontal ground motions in a fault rupture zone were simulated and transient dynamic analyses of the high-speed train-track-bridge coupling system under 3-dimensional seismic excitations were subsequently performed. The safe running speed limits of a high-speed train under different earthquake levels (frequent occurrence, design and rare occurrence) were assessed based on wheel-rail dynamic (lateral wheel-rail force, derailment coefficient and wheel-load reduction rate) and rail deformation (rail dislocation, parallel turning angle and turning angle) indicators. Parameter optimization was then investigated in terms of the rail fastener stiffness and isolation layer friction coefficient. Results of the wheel-rail dynamic indicators demonstrate the safe running speed limits for the high-speed train to be approximately 200 km/h and 80 km/h under frequent and design earthquakes, while the train is unable to run safely under rare earthquakes. In addition, the rail deformations under frequent, design and rare earthquakes meet the safe running requirements of the high-speed train for the speeds of 250, 100 and 50 km/h, respectively. The speed limits determined for the wheel-rail dynamic indicators are lower due to the complex coupling effect of the train-track-bridge system under track irregularity. The running safety of the train was improved by increasing the fastener stiffness and isolation layer friction coefficient. At the rail fastener lateral stiffness of 60 kN/mm and isolation layer friction coefficients of 0.9 and 0.8, respectively, the safe running speed limits of the high-speed train increased to 250 km/h and 100 km/h under frequent and design earthquakes, respectively.

Keywords

high-speed train / train-track-bridge interaction / fault-crossing ground motion / train operation safety / speed limit / track structure optimization

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