Volume 25 Issue 2
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ZHANG Peng-fei, XU Lang, TANG Qiang-qiang, WANG Cheng-long, YAN Bin. Seismic response of ballastless track system with Ⅲ-type slab on bridge considering traveling wave effect[J]. Journal of Traffic and Transportation Engineering, 2025, 25(2): 283-295. doi: 10.19818/j.cnki.1671-1637.2025.02.018
Citation: ZHANG Peng-fei, XU Lang, TANG Qiang-qiang, WANG Cheng-long, YAN Bin. Seismic response of ballastless track system with Ⅲ-type slab on bridge considering traveling wave effect[J]. Journal of Traffic and Transportation Engineering, 2025, 25(2): 283-295. doi: 10.19818/j.cnki.1671-1637.2025.02.018
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Seismic response of ballastless track system with Ⅲ-type slab on bridge considering traveling wave effect

doi: 10.19818/j.cnki.1671-1637.2025.02.018
  • 1.

    State Key Laboratory of Safety and Resilience of Civil Engineering in Mountain Area, East China Jiaotong University, Nanchang 330013, Jiangxi, China

  • 2.

    School of Civil Engineering, Central South University, Changsha 410075, Hunan, China

Funds:

National Natural Science Foundation of China 52368063

National Natural Science Foundation of China 52178425

More Information
  • Corresponding author: ZHANG Peng-fei (1975-), male, professor, PhD, zhangpf@ecjtu.edu.cn
  • Received Date: 2024-10-22
  • Publish Date: 2025-04-28
    Abstract
  • To analyze the influence of the El-Centro seismic wave considering the traveling wave effect on the dynamic response of the track-bridge structure, and investigate the force and deformation laws of bridge components when the longitudinal resistance of fasteners and the longitudinal stiffness of the top of the fixed bearing pier/abutment were changed under the traveling wave effect, a simply supported beam bridge was selected as the research object. Based on the finite element method and the principle of beam-slab-rail interaction, a ballastless track model with a Ⅲ-type slab for a simply supported beam bridge of 11-32 m was established on the ABAQUS platform. The direct acceleration method was used to simulate the traveling wave effect. According to the results of dynamic response analysis, recommended values for corresponding influencing factors were proposed. Research results show that when the seismic traveling wave effect is considered, the force and deformation laws along the longitudinal direction of the bridge structure remain basically consistent under different operating conditions. However, seismic excitation considering traveling wave effect causes the displacement of the track-bridge structure along the traveling wave propagation direction. With the increase in the apparent wave velocity, the variation laws of maximum longitudinal stress/force in components differ and should be analyzed in conjunction with apparent wave velocity. The maximum longitudinal displacement of components increases as apparent wave velocity decreases, with the most significant change observed in the longitudinal displacement of the top of the fixed bearing pier/abutment, with an increase of 49.8%. When fasteners with longitudinal resistance of 15.0 kN·set-1 or 10.0 kN·set-1 are used, the force and deformation of components are nearly the same, and the difference in maximum displacement is less than 5.0%. When low-resistance fasteners with 4.1 kN·set-1 are used, the tensile stress in components other than the rail increases by over 31.6%; component displacement increases by 236.0%, and the relative displacement of the track slab increases by 948.0%. Therefore, fasteners with longitudinal resistance of higher than 10.0 kN·set-1 are recommended. The longitudinal stiffness at the top of the fixed bearing pier/abutment is positively correlated with the maximum stress/deformation of components, with the greatest increase found in the longitudinal displacement of the track slab, reaching 87.2%. Therefore, it is suggested that the longitudinal stiffness at bearing on the bridge should not exceed a coefficient value of 1.0. The above research results can provide a theoretical reference for the seismic design of ballastless track structures with a Ⅲ-type slab on bridges in earthquake-prone areas.

     

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