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A microwave photonic short-time Fourier transform (STFT) system based on stabilized period-one (P1) nonlinear laser dynamics and stimulated Brillouin scattering (SBS) is proposed. By using an optoelectronic feedback loop, the frequency-sweep optical signal generated by the P1 nonlinear laser dynamics is stabilized, which is further used in conjunction with an optical bandpass filter implemented by SBS to achieve the frequency-to-time mapping of microwave signals and the final STFT. By comparing the results with and without optoelectronic feedback, it is found that the time-frequency diagram of the signal under test (SUT) obtained by STFT is clearer and smoother, and the frequency of the SUT measured in each frequency-sweep period is more accurate. The measurement error is reduced by around 50% under the optimal filter bandwidth.

The boundary conditions of simply supported beam bridges with different spans affect the calculation accuracy of continuous beam bridges. A (48 + 80 + 48) m prestressed concrete continuous beam bridge is selected as the analysis object to improve efficiency while ensuring accuracy. The influence of the different boundary conditions on the seismic response of the continuous beam bridge system is studied. Firstly, SAP2000 software is used to establish the finite element analysis model of the system with different boundary conditions. Then, dynamic characteristic calculations and nonlinear time-history calculations are carried out. Finally, the results obtained under the different boundary conditions are compared. The results show that the system’s natural period under different boundary conditions is the same and other periods increase with an increase in the span number of boundary conditions. The different boundary conditions change the order of vibration modes of the system. The system’s track irregularity is mainly longwave irregularities. The results tend to be stable with the increase of the span number of boundary conditions. When the span number reaches 3, the results are stable, and the errors are less than 5%. We suggest taking the three spans simply supported beam bridge as the boundary condition of the continuous beam bridge system in the finite element model to ensure accuracy and efficiency.

The deformation of the track on bridge after the earthquake mainly includes bridge creep and seismic-induced deformation, which poses a serious threat to the running safety of trains. In order to study the influence of the comprehensive deformation on the train-bridge system, a three-dimensional model of train-bridge coupling analysis was established. New point estimation method was used to solve the stochastic problem of initial track irregularity, aiming to study the changes of system motion under different parameters including deformation degrees and train speed. Results show that system motion increases with the increase of track parameters, and the earthquake intensity has the greatest influence on the train the motion, which reaches the peak in 0.4 g. The train speed has the greatest influences on the bridge when the train speed reaches the peak value of 400 km/h, while the impact of bridge creep is the smallest. Conclusion was obtained that the results of random analysis are of more general significance, and that in the vehicle-bridge system considering comprehensive track deformation after earthquake, the damage effect of track deformation induced by earthquake intensity is mainly considered for train, and the impact of train speed shall be mainly considered in bridge design.

To assess the seismic failure risk of post electrical equipment, an assessment method considering different sorts of uncertainty of the post electrical equipment was proposed. The aleatory and epistemic uncertainties were considered in the assessment, and the parameters in seismic hazard function of different sites were fitted. To investigate the effects of the supporting structure on the seismic fragility and risk of post electrical equipment, case studies on ultra-high-voltage gas insulated switchgear bushings mounted on two different supporting frames were conducted. The results indicated that both the maximum tensile stress of the bushing and the maximum displacement of the supporting frames should be considered as the limit statuses of the post electrical equipment. The different sorts of uncertainty increase the seismic failure risk of the post electrical equipment, and should be considered in the assessment. Besides, for the pillar-type porcelain element equipment, the supporting frames with lower lateral stiffness generated higher seismic failure risk. In constrast to the case of retrofitting the supporting frame to increase the lateral stiffness, the annual seismic failure risk of the GIS bushing mounted on the retrofitted supporting frame decreased 101%. Besides, the seismic failure risk of the post electrical equipment is not positive correlated with the peak ground acceleration. In the performance-based seismic design of the electrical substation, the seismic failure risk of the electrical equipment should be considered.

ABSTRACTOnline spatial wheel-rail contact detection with elastic contact hypothesis has a heavy computational burden. The traditional end-to-end look-up table method can significantly improve search efficiency. However, It has high storage requirements. In this paper, a semi-online approach is proposed to alleviate the contradiction between the online and the offline method. First, a new algorithm of normal maximum penetration for unworn rail profiles is proposed. The algorithm is only required to calculate the closest proximity of the rail feature point to the wheel contact trace contact curve. Then, derived curves with different yaw angles are pre-stored in a new look-up table for online dynamics simulation usage. The proposed look-up table reduces the required generation time and the storage space. The numerical simulation results show that the proposed method can be used for train dynamics simulation under earthquakes. Besides, the search speed is much faster than that of the online method.

Despite significant performance advantages, the intractable forward kinematics have always restricted the application of parallel manipulators to small posture spaces. Traditional analytical methods and Newton–Raphson method usually cannot solve this problem well due to lack of generality or latent divergence. To address this issue, this study employs recent advances in deep learning to propose a novel physics-informed Newton–Raphson network (PhyNRnet) to rapidly and accurately solve this forward kinematics problem for general parallel manipulators. The main strategy of PhyNRnet is to combine the Newton–Raphson method with the neural network, which helps to significantly improve the accuracy and convergence speed of the model. In addition, to facilitate the network optimization, semi-autoregression, hard imposition of initial/boundary conditions (I/BCs), batch normalization, etc. are developed and applied in PhyNRnet. Unlike previous data-driven paradigms, PhyNRnet adopts the physics-informed loss functions to guide the network optimization, which gives the model clear physical meaning and helps improve generalization ability. Finally, the performance of PhyNRnet is verified by three parallel manipulator paradigms with large postures, where the Newton–Raphson method has generally diverged. Besides, the efficiency analysis shows that PhyNRnet consumes only a small amount of time at each time-step, which meets the real-time requirements.

Different crumb rubber (CR) particle sizes affect asphalt performance differently. To improve the performance of CR in SBS/CR composite modified asphalt (SBS/CRMA) and to study the enhancement of SBS/CRMA performance with varying ratios of composite CR particle sizes. This study employed three different configurations of SBS/CRMA composite ratios. Several tests and analyses were conducted, Brookfield viscosity measurements, conventional performance tests, storage stability, high- and low-temperature rheology, LAS, Fourier transform infrared spectroscopy (FTIR) and fluorescence microscopy (FM) analysis. The results indicated that, in the composite CR particle size ratio, a finer particle size of CR demonstrated more significant benefits in improving the high- and low-temperature performance of asphalt. However, with aging, the role of a coarse particle size of CR gradually became more prominent. Furthermore, compared to a single CR mesh SBS/CRMA, the 3 S + 5R-6:2:2 composite CR particle size ratio of SBS/CRMA exhibited superior high- and low-temperature deformation and fatigue resistance. Considering the microscopic analysis, it can be observed that the fine particle size of CR exhibited superior compatibility and anti-aging performance compared to the coarse particle size. In the composite CR particle size ratio, adjusting the proportion of coarse and fine CR particle size will improve the performance of SBS/CRMA significantly. Contrary to common belief, it was not necessarily true that a higher ratio of coarse CR particles leads to a better modification effect in SBS/CRMA. On the other hand, the composite CR particle size ratio proved significantly advantageous, thereby providing valuable guidance for enhancing the performance of SBS/CRMA.

A photonics-assisted microwave pulse detection and frequency measurement scheme is proposed. The unknown microwave pulse is converted to the optical domain and then injected into a fiber loop for pulse replication, which makes it easier to identify the microwave pulse with a large pulse repetition interval (PRI), whereas stimulated Brillouin scattering-based frequency-to-time mapping (FTTM) is utilized to measure the carrier frequency of the microwave pulse. A sweep optical carrier is generated and modulated by the unknown microwave pulse and a continuous-wave (CW) single-frequency reference, generating two different frequency sweep optical signals, which are combined and used as the probe wave to detect a fixed Brillouin gain spectrum. When the optical signal is detected in a photodetector, FTTM is realized, and the frequency of the microwave pulse can be determined. An experiment is performed. For a fiber loop containing a 210-m fiber, pulse replication and FTTM of the pulses with a PRI of 20 µs and pulse widths of 1.20, 1.00, 0.85, and 0.65 µs are realized. Under a certain frequency sweep chirp rate of 0.978 THz/s, the measurement errors are below ±12 and ±5MHz by using one pair of pulses and multiple pairs of pulses, respectively. The influence of the frequency sweep chirp rate and pulse width on the measurement error has also been studied. To a certain extent, the faster the frequency sweep, the greater the frequency measurement error. For a specific frequency sweep chirp rate, the measurement error is almost unaffected by the pulse width to be measured.

Purpose: In this study, the dynamic responses of railway track multi-layer beam structure system under a moving load, which is connected by Winkler springs, are analyzed. Procedure: It is noted that since track structure beams with consistent boundary conditions in mathematical sense have the same mode, the mode decomposition can be carried out in the same way. By adopting this approach, the dynamic coupling equations of track structure multi-layer beam system with the same vibration mode under a moving load can be decoupled. The closed vibration solutions of the displacement of the beams at each layer of the track system are presented and some are obtained by observing the form of solutions. Results: The track structure multi-storey beam system model can be further used in the analysis of track system structural displacement, as well as the high-speed railway system and railway-bridge coupled system dynamics. Conclusion: It is found that the multi-layer system of CRTS-II simply supported beam bridge system and CRTS-II track system can be degenerated into triple simply supported beams with Winkler connection and double free beams on Winkler foundation, which is of great significance to engineering practice.

Apple rootstock dwarfing and dense planting are common practices in apple farming. However, the dwarfing mechanisms are not understood. In our study, the expression of MdARF3in the root system of dwarfing rootstock ‘M9’ was lower than in the vigorous rootstock from Malus micromalusdue to the deletion of the WUSATAg element in the promoter of the ‘M9’ genotype. Notably, this deletion variation was significantly associated with dwarfing rootstocks. Subsequently, transgenic tobacco (Nicotiana tabacum) cv. Xanthi was generated with the ARF3 promoter from ‘M9’ and M. micromalusgenotypes. The transgenic apple with 35S::MdARF3 was also obtained. The transgenic tobacco and apple with the highly expressed ARF3 had a longer root system and a higher plant height phenotype. Furthermore, the yeast one-hybrid, luciferase, electrophoretic mobility shift assays, and Chip-qPCR identified MdWOX4-1in apples that interacted with the pMm-ARF3 promoter but not the pM9-ARF3 promoter. Notably, MdWOX4-1significantly increased the transcriptional activity of MdARF3and MdLBD16-2. However, MdARF3significantly decreased the transcriptional activity of MdLBD16-2. Further analysis revealed that MdARF3and MdLBD16-2were temporally expressed during different stages of lateral root development. pMdLBD16-2was mainly expressed during the early stage of lateral root development, which promoted lateral root production. On the contrary, pMmARF3was expressed during the late stage of lateral root development to promote elongation. The findings in our study will shed light on the genetic causes of apple plant dwarfism and provide strategies for molecular breeding of dwarfing apple rootstocks.

By considering the effect of the constraints of the rails on the subgrade section on both sides of a bridge, analytical expressions are derived to study the mapping relationship between the rail deformation and changes in the condition of the supporting beam(s), based on the principle of minimum potential energy. Rail deformations in a slab track–bridge system induced by the subsidence of piers and beam faults are investigated in detail. Results are compared with the finite element calculations to assess the main factors that influence rail deformation. The results show that the rail deformation curves under different working conditions (single or multiple pier subsidence and beam faults) determined using the analytical model fit well with those from the finite element models. With increasing subsidence of piers, the rail deformed more significantly in the subsidence zone. Moreover, both the maximum downward and upward deformations of the rail changed linearly with the subsidence of piers. Use of fasteners or a mortar layer with greater vertical stiffness caused the rail to become more irregular.

To explore the influence of spatially varying ground motion on the dynamic behavior of a train passing through a three-tower cable-stayed bridge, a 3D train–track–bridge coupled model is established for accurately simulating the train–bridge interaction under earthquake excitation, which is made up of a vehicle model built by multi-body dynamics, a track–bridge finite element model, and a 3D rolling wheel–rail contact model. A conditional simulation method, which takes into consideration the wave passage effect, incoherence effect, and site-response effect, is adopted to simulate the spatially varying ground motion under different soil conditions. The multi-time-step method previously proposed by the authors is also adopted to improve computational efficiency. The dynamic responses of the train running on a three-tower cable-stayed bridge are calculated with differing earthquake excitations and train speeds. The results indicate that (1) the earthquake excitation significantly increases the responses of the train–bridge system, but at a design speed, all the running safety indices meet the code requirements; (2) the incoherence and site-response effects should also be considered in the seismic analysis for long-span bridges though there is no fixed pattern for determining their influences; (3) different train speeds that vary the vibration characteristics of the train–bridge system affect the vibration frequencies of the car body and bridge.

This study establishes an improved analytical method (IAM) to investigate the dynamic characteristics of composite box beam with corrugated webs (CBBCW), and the IAM has comprehensively considered the effects of several factors, such as the shear lag, interfacial slip, shear deformation and rotational inertia of CBBCW in combination with the characteristics of CBBCW. Further, based on the Hamilton principle, the vibration differential equation and boundary conditions for CBBCW have been deduced. Finally, an IAM for calculating the dynamic characteristics of CBBCW was proposed. Based on the IAM developed in this study, the natural frequencies of multiple CBBCW cases with different spans, shear connection degrees and boundary conditions have been calculated. The results calculated by the IAM have been compared with those calculated by the finite element method and by the general beam theory. The comparison verifies the effectiveness of the IAM and obtains some conclusions that are meaningful to engineering design, i.e. the shear lag effect of CBBCW increases with increasing shear connection degree and also increases with increasing order of the vibration mode, the shear lag effect of the CBBCW is up to 6.2% in the first five orders of the vibration modes and the effect cannot be ignored. In the first- and second-order vibration modes of the CBBCW cases, the maximum interface slip effect of CBBCW is 28.42% and therefore cannot be ignored. On the other hand, the shear lag effect of CBBCW is usually lower than those of ordinary composite box beam with the same web thickness.

CRTS II ballastless track is more commonly used in railway operations since it can meet the railway comfort and smoothness requirements. The effects of track constraint on the seismic response of high-speed railway simply-supported bridges can not be neglected. However, refined track structure modeling can significantly increase the computational time. Therefore, adopting a reasonably simplified model (SM) can improve computational efficiency effectively. Based on the principle of virtual work, the equivalent system is adopted instead of the track structure, and build a simplified model of bridge-track system. And on the basis of considering the randomness of the earthquake, the seismic response of the track-bridge model, the simplified model and the trackless model with different span numbers are compared, the over-capacity ratio and track constraint effect of the high-speed railway bridge-track system under the earthquake are analyzed. The analysis shows that the simplified efficiency of simplified model is up to 85% under longitudinal and transverse ground motions, and the seismic responses are in good agreement with those of the bridge-track system model; The track structure has a greater influence on the safety of the over-capacity probability (SPO) of the bridge structure under the longitudinal ground motion, particularly when the number of spans is high and ignoring the track structure may underestimate the over-capacity probability of some structures.

The solar temperature field and its temperature effects on the straddle monorail tourist transportation system (SMTTS) significantly affect its mechanical performance. To investigate the distribution law of the daylight temperature field of the unpaved steel beams, the daylight temperature fields of box-type and I-sectional steel beams in different regions were measured and simulated. With the simulation results, the vertical temperature gradient curves of the unpaved steel girders were determined. Afterward, with the historical meteorological data as variables, the parameters of the extreme value model of generalized extreme value (GEV) distribution were obtained, and the representative values of temperature differences in China, based on the recurrence period, were analyzed. By analyzing the temperature difference values in 34 cities in China, an empirical prediction formula for the representative temperature difference value with three parameters was proposed, and the temperature gradient partition was established. The results indicated that the vertical temperature gradients of closed-section steel box girders are about 2–3 °C greater than that of open-section I-beams. Moreover, there are apparent geographical differences in the temperature difference values of steel girders.

In order to investigate the seismic damage features of high-speed railway (HSR) China Railway Track Slab III (CRTSIII) slab ballastless track (SBT) simply supported bridge systems, a nonlinear finite element model of HSR CRTS III SBT simply supported bridge system was established. The damage mechanisms and peak and residual displacement distribution patterns of their critical components under seismic action were investigated. In addition, the sensitivity of rail irregularity to the seismic residual deformation in such critical components was analyzed. The results indicated that midspan piers and bearings are more susceptible to failure than side span piers and bearings, and fixed bearings are more prone to failure than sliding bearings. Fastener and isolation layer deformation increases sharply on both sides of the beam joint. Rail deformation exhibits a parabolic shape that is large in the middle and small at both ends. The critical components of even-span and odd-span systems have significantly different patterns of seismic deformation distribution. Rail irregularity is mainly attributable to bearing residual deformation, pier residual deformation, and fastener residual deformation successively, and the superposition of bearing residual deformation and pier residual deformation is approximately equivalent to rail deformation. Rail irregularity is most sensitive to pier deformation, followed successively by bearing and fastener deformation.

High-speed railway lines always have to cross the seismic zone with great earthquake risks leading to serious consequences. A replaceable steel panel damper (SPD) is proposed as an energy-dissipation device to mitigate the structural seismic responses. It is simulated as a simplified nonlinear spring embedded in structural system with the force–displacement behavior derived by plate-beam theory. To investigate the effect of SPD, a typical 5-span high-speed railway simply supported bridge-track system (HSRSBTS) validated by a shaking table test is established by ANSYS. A novel damage measure, the system relative damage ratio (γSRD), is proposed to quantify the effect of SPD in the system and consider the potential component-level damage modes of both bending and shear. The structural system is investigated undergoing two ground motions suites in DBE- and MCE-level intensity, including both far-field and near-field records in transverse direction. The result indicates that a significant reduce (roughly 50%) of seismic response in rail and girder are contributed by SPD, while the system damage decreases about 10–15%, especially for near-field pulse-like ground motions with high intensity. The energy-dissipation capacity of SPDs with various configurations is examined to optimize the properties of SPD. It generally decreases with the increase in the elastic stiffness ratio rof the SPD to the fixed support, and the r= 2–2.5 are recommended in engineering practice. SPD is an effective and efficient device of structure to be adopted as an energy-dissipation component and the first defense line under far-field and near-field ground motions.

With the rapid development of high-speed railway, the seismic running safety problem of high-speed train passing on bridge is becoming increasingly prominent. Since different wheel–rail contact states including uplifting, climbing up, detachment, recontact and derailment have been introduced into the simulation of train–bridge coupled (TBC) system, there are many problems arising for the mainstream derailment index in evaluating seismic running safety and stochastic analysis of train. To this end, a seismic running safety assessment for stochastic response of TBC system was first proposed in this paper. In this system, a detailed wheel–rail contact model was built to calculate the time-varying contact point and the contact force, which can be applied to simulate the detachment and recontact between the wheel flange and rail. Meanwhile, a stochastic analysis framework for derailment of the TBC system is developed. The stochastic vibration of a high-speed train traversing a multi-span prestressed simply supported box-girder bridge under earthquake with random magnitude was studied. In addition, an improved train running safety index, lateral wheel–rail relative displacement, was proposed and compared with the derailment factor and the offload factor to verify its feasibility. It shows an intuitive result as a derailment index in a stochastic train running safety analysis under earthquake. Furthermore, the lateral wheel–rail relative displacement and pertinent derailment probability were significantly affected by the intensity of the earthquake. The methodology herein can be helpful in seismic running safety assessment of high-speed train.

The China Railway Track System III (CRTS III) Slab Ballastless Track (SBT) is currently one of China's most widely used track structures. The elastic–plastic restoring force hysteresis model of CRTS III SBT is the primary problem that should be solved for the elastic–plastic seismic response analysis of high-speed railway (HSR) CRTS III SBT systems. To study the elastic–plastic restoring force hysteretic model of CRTS III SBT, four CRTS III SBT specimens were designed in this study and subjected to low-cycle reciprocating load tests. The effects of different thickness of rubber pad on the hysteretic curve, skeleton curve, and other performance of CRTS III SBT specimens were determined. In addition, the restoring force characteristics and hysteretic trends of CRTS III SBT specimens were ascertained. Furthermore, a load–displacement restoring force model for CRTS III SBT was built. Its results were compared with the test results, thus validating the load–displacement restoring force model rationality. The load–displacement restoring force model developed in this study is simple to calculate, laying a solid foundation for analyzing the elastic–plastic seismic responses of HSR CRTS III SBT systems.

Reflective and surface conductive flexible polyimide (PI) films were prepared by the incorporation of silver(I) acetate and 1,1,1‐trifluoro‐2,4‐pentanedione into a dimethylacetamide solution of several poly(amic acid)s which were prepared from dianhydrides and diamines. Thermal curing of the silver(I)‐containing poly(amino acid)s precursor led to cycloimidization of the PI with silver(I) reduction and formation of a reflective and conductive silvered surface at about 13 wt % silver. Effects on silver particles migration and aggregation were discussed in this article. The results indicated that the PI structures with flexible chains and groups easily fabricate the silvered films, with both reflective and conductive characteristics. With the forced air condition, the evaporation rate of the solvent and water increases, which facilitates the migration of silver particles to give reflective and conductive silvered surfaces. Films were characterized by transmission electron microscopy, scanning electron microscopy, and tapping‐mode atomic force microscopy. Electrical conductivity, reflectivity, and dynamic mechanical thermal analysis were performed on the metallized films. © 2006 Wiley Periodicals, Inc. J Appl Polym Sci 102: 2218–2225, 2006.

Experimental results for eleven continuous composite beams of steel and concrete are presented in this paper, which includes laws of deflection and slip between the concrete and steel. Governing differential equations of slip and deflection for simply supported composite beams with different boundary conditions and different loads are established, and a set of numerical expressions for slip and deflection of continuous composite beams are established by the superposition method as well. The deflection and slip of seventeen continuous composite beams are calculated by the numerical expressions. The calculated results show good agreement with the experimental results. The numerical results show that the slip of continuous composite beams increases and approaches the slip of sandwich panels without shear connectors. At the same time, the degree of shear connection influences deflection to a certain extent. The degree of shear connection influences deflections little at full shear connection and the increment of deflection caused by slip is less than 5% when the degree of shear connection is between 60 to 100%. When the degree of shear connection is between 80 to 140%, the strain in the lower flange of the steel beam at the internal-support is influenced little.

Characterization of an epoxy resin film, commonly known as SU-8, is presented using thickness shear mode (TSM) quartz resonator. The impedance-admittance characteristics of the equivalent circuit models of the unperturbed and coated resonators are analyzed to extract the storage modulus and loss modulus (G' and G"). Those parameters are needed to establish SU-8 film as an effective wave-guiding layer in the implementation of guided shear-horizontal surface acoustic wave (SH-SAW) sensor platforms. Both cured and uncured polymer films are studied at the fundamental and third harmonic frequencies of the TSM resonators. The storage modulus (G') and loss modulus (G") of the SU-8 film approach constant values of 1.66 × 10¹⁰ dyne/cm² and 6.0 × 10⁸ dyne/cm², respectively, for relatively thicker films (>20 μm) at a relatively low frequency of 9 MHz. The most accurate values for the extracted shear moduli G (G = G'+ jG") are obtained at high thickness where the viscoelastic contribution to the TSM response is substantial. The effect of temperature on the storage and loss moduli is determined for the range of −75 to 40 °C. It is found that the polymer approaches a totally glassy state below −60 °C. Exposure to water appears to follow Fickian diffusion behavior at short times and this exposure also results in changes to both G' and G". However, stability is rapidly reached with exposure to water, indicating relatively lower water absorption, consistent with the extracted diffusion coefficient. © 2004 Wiley Periodicals, Inc. J Polym Sci Part B: Polym Phys 42: 2373–2384, 2004

This paper investigated the effects of normal and reinforced beam–column joints on seismic behavior and damages of mid-rise cold-formed steel (CFS) framed buildings, where the reinforced beam–column joint is strengthened by a pair of steel blocks and a gusset plate. Shaking table tests were conducted on a 5-story CFS frame building with normal beam-column joint (CFSM-NJ) and a 5-story CFS frame building with same configurations but with reinforced beam–column joint (CFSM-RJ). Formulae fitted from four damage models were used to assess the seismic damage indexes of these test buildings, and the assessed results were validated by the damage indexes observed from tests. The results show the following: (1) the CFSM-NJ failed due to plastic hinges formed at the column bases and large separate deformation at the beam-column joints; however, the weaken-story failure mode was appeared on the CFSM-RJ; (2) the peak inter-story displacement of the building was reduced about 10–30% due to the reinforced beam-column joints; (3) the Park-Ang model is more appropriate for seismic damage assessment of column bases, but all the damage models overestimates the seismic damages of CFS beams. Finally, the authors comment on the difference between the assessed seismic damage indexes and the observed results, and the maximum damage indexes obtained from the simplified formulae are recommended as the preliminary assessed damages for mid-rise CFS buildings.

This study investigates the effects of horizontal ground motion incident angle on a high-speed railway continuous bridge (HSRCB). To that end, incremental dynamic analyses (IDA), seismic vulnerability analyses and seismic risk assessments were conducted on a three-span HSRCB subjected to a set of ground motions under five incidence angles θ(0°–90°). The analysis was developed only from the perspective of PGA and the results showed that the longitudinal waves (θ= 0°) only caused seismic responses in the longitudinal direction, while the waves in other directions, especially in the transverse direction, caused a coupling response both in longitudinal and transverse directions for some components, such as the sliding layer and CA mortar layer. The longitudinal seismic damage of the sliding layer and CA mortar layer under the transverse waves should receive more attention in seismic design since the exceeding probabilities and seismic risk probabilities under various incident angles θare as high as the calculated value for θ= 0°, and with a variation within 5.95%. The maximum variation of the longitudinal response and probability for track parts was within 10.59% under various incident angles, with a significant difference in the transverse response and probabilities in response to different incident angles. In addition, the responses of bridge structure components were more sensitive to the incident angles in comparison with the track parts. Finally, results indicate that the risk probabilities are at a maximum when the ground motions fall within horizontal orientations of 67.5°–90° at the bridge longitudinal axis.