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The void of cement asphalt (CA) mortar layer will aggravate the abnormal vibration of high-speed trains at the void position and threaten the running safety. Few studies have been conducted on the effect of mortar layer void on the dynamic performance of slab track on bridges and the damage limits. Aiming at the practical problem of CA mortar layer void in track-bridge systems, a dynamic response calculation program for the train-track-bridge system is prepared based on the train-track-bridge interaction theory. A sample library of high-speed trains running performance indicators considering random initial track irregularity under CA mortar layer void conditions is constructed. The influence of void length on the dynamic performance of high-speed trains under two different CA mortar layer void conditions is investigated by means of sample upper bounds based on probability guarantee rate. The results show that the wheel load reduction rate and vertical acceleration of high-speed trains are more sensitive to changes in void length than the derailment coefficient. The effect of CA mortar layer void on the running performance index of high-speed trains is significantly enhanced after a certain critical void length value, railway maintenance should pay more attention to critical thresholds. The mid-span void and beam-end void length thresholds of CA mortar layer based on the probability guarantee rate decrease significantly with the increase in running speed while utilizing the wheel load reduction rate as the control index. However, the void position has little influence on the void length threshold. The void length threshold results can provide a basis for the CA mortar void limits. [ABSTRACT FROM AUTHOR]

China's high-speed railway (HSR) construction has gradually extended to earthquake-vulnerable areas in recent years. However, there is currently a lack of studies on the characteristics of earthquake-induced rail irregularities, making it impossible to ascertain the threshold of post-earthquake train running speed. Taking the multi-span HSR simply supported girder bridge of a CRTS II-type track system as the research focus, the distribution models for residual rail irregularity under random seismic actions have been analyzed in this study. The statistical distribution of the evolutionary power spectrum density (EPSD) of the residual rail irregularity set is also explored. Based on the obtained results, the EPSD of earthquake-induced rail geometric irregularity was calculated, and a time-domain sample for earthquake-induced rail geometric irregularity was developed. Finally, the equating method of earthquake-induced rail geometric irregularity under different span numbers was discussed, and a method for fitting earthquake-induced rail geometric irregularity was proposed. [ABSTRACT FROM AUTHOR]

Based on higher-order shear deformation theory (HSDT), the bending of China Railway Track System type II (CRTS-II) track laminated plates on elastic foundations and interlayer shearing performances are analyzed by meshfree radial point interpolation method (RPIM), which has the properties of the Kronecker function and discretizes the governing equations derived from HSDT. To verify the applicability of the model, the geometric configuration and key parameters of the CRTS-II slab ballastless track structure are analyzed, and the interlaminar slip model of the track structure is derived as a benchmark solution when calculating the track structure using HSDT-RPIM. The accuracy of the derivation is verified by comparing the HSDT-RPIM model with a double-layer slab model considering bidirectional interlayer slip. Then, the effect of resistant slip coefficient on the bending deformation of the track structure was analyzed using the bidirectional interlaminar slip model. The effect of elastic foundation coefficient on the bending of the track structure and the interlayer slip of the track structure (track slab – base slab) was analyzed. Finally, the effects of boundary conditions and elastic foundation coefficients on the interlaminar stresses of the track structure are investigated using HSDT-RPIM, and some interlaminar damages of the track structure are explained. It is for the first time that the CRTS-II track composite slab was newly model by high-order shear deformation and laminated theory, which is of great progress on the composite structures of CRTS-II track slabs. The HSDT-RPIM theory can be used to consider both symmetric and asymmetric laminates in the thickness direction. The interlaminar forces and slip between the layers of the CRTS-II track structure are analyzed and validated with experiments. [ABSTRACT FROM AUTHOR]

Seismic duration significantly impacts the structural seismic response. In order to obtain a correct time history analysis result of structural seismic design, determining a reasonable seismic duration scheme is imperative. In this paper, a five-span simply supported beam bridge and China Railway Track System (CRTS) II slab ballastless track system is taken as the research focus. A finite-element model for a high-speed railway track-bridge system was developed. The influence mechanism of starting and end threshold on seismic response was analyzed. Different bracketed duration schemes were put forward, and their applicability was assessed. The optimal bracketed duration scheme of time history analysis for a high-speed railway track-bridge system was determined. The results indicate a response curve deviation between the full duration and partial duration in the starting part due to the inconsistent structural movement trends and a deviation in the end part because of the structure entering a free vibration state in advance. When calculating the seismic peak response, the starting threshold A and end threshold B at both ends should be taken as5% of peak acceleration. When calculating seismic residual response, the starting threshold C at the left end should be taken as 25% of peak acceleration. [ABSTRACT FROM AUTHOR]

The longitudinal seismic response reduction in railway bridges is worthy of attention because it relates to the engineering cost. It is difficult to further explore the reduction effect because the complexity of traditional analysis model leads to the low efficiency in parametric analysis. In this paper, the track structure was simplified, and a simplified calculation model was established. The parametric analysis considering the span number and pier height on the simplified model seismic responses was carried out. The results showed that the reduction effect was extensive and there was a great internal force transferred to the subgrade-track structure. [ABSTRACT FROM AUTHOR]

The structure of a high-speed railway (HSR) bridge with a track system is complex, and the computational efficiency of seismic analysis for a refine HSR bridge with a track system model (BM) is low. This study considers an HSR bridge with CRTS II slab ballastless track system as a case study and develops a simplified model (SM) based on a method for simulating track constraints with equivalent springs. To obtain the optimal equivalent springs stiffness of SM, a finite element structural parameters updating framework utilizing an improved genetic algorithm is established, and the updated SM's dynamic characteristics and seismic response are compared to BM's. In addition, it uses SM to analyze the over-limit state and applicability of the bridge structural essential components. The results indicated that the model simplification ratio of SM reaches 95%. The seismic response results of SM and BM accurately agree with an average relative error of 3% and a maximum relative error of less than 5%. The over-limit state of the structure seismic response tends to be stable as the number of ground motion samples increases. The shear and bending capacity of the pier and the deformation of the fixed support have a high over-limit risk under longitudinal seismic, which is worth noting in the engineering design. [ABSTRACT FROM AUTHOR]

Time-history analysis is currently the main approach to the aseismic design of high-speed railway, and the time step significantly affects the calculation efficiency and accuracy. A 5-span high-speed railway bridge-track system was used as an example in this study. The effect of different fixed time steps on maximum seismic response was analyzed. An approach of improved optimal fixed time step was proposed by introducing maximum frequency and sampling frequency multiple. According to the research findings, for a specified ground motion record, the calculation error and efficiency of the improved fixed time step decrease with the increasing sampling frequency multiple. For a specified sampling frequency multiple, the calculation efficiency decreases with the increasing high-frequency components in ground motion record. The calculation error of secondary sampling signal for random ground motion records approximately obeys the normal distribution, and a stable and deterministic upper bound can be constructed based on the random sample of calculation error. The sampling frequency of secondary sampling signal in aseismic analysis for high-speed railway bridge-track system should be set as 4fmax. The improved optimal fixed time step should be set as (4fmax)−1 to simultaneously satisfy both the calculation error and efficiency requirements. [ABSTRACT FROM AUTHOR]

Bridge dislocations are hard to be voided in the operation of high-speed trains, which will lead to abnormal vibration of trains. In this study, the train–track–bridge interaction theory was adopted to develop and validate a three-dimensional coupled train–track–bridge vibration model using the finite element method. Thereafter, the influence of the dislocation amplitude on the dynamic performance of high-speed trains under five typical bridge additional transverse dislocation modes was investigated utilizing the overrun probability analysis approach. The results showed that the dislocation amplitude significantly affects the transverse dynamic behavior of high-speed trains, but it has a considerably smaller impact in the vertical direction when exposed to five typical bridge transverse dislocation modes. Moreover, under constant dislocation amplitude, the transverse parallel misalignment of the girders has the greatest influence on the running performance of high-speed trains. Although all the running performance indicators did not exceed the limit in the transverse unilateral cornering condition of the girder, speed control was suggested to guarantee operational stability. At various vehicle speeds, dislocation thresholds for the transverse symmetrical cornering, transverse parallel cornering, transverse misalignment, and transverse parallel misalignment were provided based on probabilistic guarantee rates utilizing the transverse Sperling index as the control index. [ABSTRACT FROM AUTHOR]

An efficient model of high-speed railway simply supported bridge with China Railway Track Structure II (CRTS II) ballastless track structure, setup on ANSYS platform, is proposed in this article. The goal is to improve the low computational efficiency and reduce the high computer memory consumption caused by complex bridge models of numerous spans. Programming language and modeling procedures are utilized to ensure that all spans in the proposed model of a large multispan simply supported railway bridge have consistent boundary conditions. Hence, only the middle span is simulated. The comparison of the first longitudinal vibration modes and first natural frequencies of the proposed model and the conventional simply supported bridge model preliminarily validates the feasibility of the model. It also confirms the range of the span number that the proposed model can simulate with accuracy. Taking into account eight different seismic excitations, the results further prove that the proposed model can significantly improve the computational efficiency of the seismic analyses, and can decrease the modeling complexity and calculation time cost without loss of accuracy. The design verification of three different heights of pier groups and the consideration of nonlinear springs enables the proposed model to be utilized in a wide range of applications. As a conclusion, for seismic simulation of high-speed railway simply supported bridges, the proposed model is a reliable alternative for practical engineering simulation. [ABSTRACT FROM AUTHOR]

Based on the finite Fourier series and the energy variation principle, an analytical calculation method for the dynamic response of multi-span bridge-track structure systems under the action of moving load series is proposed. The applicability of this method is verified by the comparison of the results with the analytical and numerical approaches. Based on the proposed method, the dynamic response of double-layer and four-layer beam models, commonly used in railway bridge systems is solved, and the calculation formulas of resonance and vibration cancelation velocity of multi-layer beam systems are proposed. The influence of the span number of simply supported beams and the length of subgrade sections on the dynamic response of the four-layer beam system is investigated. The results show that the deflection of the dynamic response of double-layer and four-layer beam systems reaches the maximum value near the mid-span. These two systems have multiple critical speeds under moving loads. When the resonance and vibration cancelation of the multi-beam system occur simultaneously, the vibration cancelation plays a leading role. The span number of simply supported beams and length of subgrade sections influence the dynamic response of the four-layer beam system but have no significant effect on the critical velocity of resonance and vibration cancelation. At present, there is a lack of research on analytical or semi-analytical methods for the dynamic response of multi-span bridge-track structure systems. This research may provide a theoretical basis for the planning, design, operation, and maintenance of bridge-track structure systems to a certain extent. [ABSTRACT FROM AUTHOR]

Currently, there is no regulation on the settlement threshold of continuous beam bridge pier of high-speed railway (HSR), a method is proposed in the present study to calculate the settlement threshold of continuous beam pier based on the analytic mapping relationship. First, the dynamic model of the train-track-continuous beam bridge was established. Then, the mapping rail irregularities caused by pier settlement obtained from the analytic mapping relationship superimposed with the initial rail irregularities converted from the Chinese track irregularities spectrum by using the trigonometric series method. Furthermore, the proposed method was verified by comparative analysis with the measured data and the existing results. Finally, the types and thresholds of uneven settlement of continuous beam bridge pier were revealed based on the parameter discussion method. It was found that the influence of pier settlement on the train dynamic performance index had a strong correlation with the train running direction. The settlement threshold of long-span continuous beam pier was looser than that of simply supported beams with a 32 m span. The settlement threshold of continuous beam piers can be appropriately relaxed in design. [ABSTRACT FROM AUTHOR]