Design seismic track irregularity for high-speed railways

There has been no consensus on post-earthquake operating plan for high-speed railway trains. In this paper, two three-dimensional coupling model of track-bridge system without and with trains for high-speed railways were developed, and their performance were verified based on shaking table tests. The equivalent method of design seismic track irregularity for random structures was discussed, and the amplitude response spectra of design seismic track irregularity for all levels of seismic intensity were proposed. In addition, the rationality of design seismic track irregularity was evaluated based on engineering case analysis, providing a theoretical foundation of formulating post-earthquake contingency plans for high-speed railways. The results show that when span number increases, the design seismic track irregularity amplitude increases and then tends to be stable; when the span number reaches 9, the train dynamic response gradually becomes stable; the random structures with arbitrary span numbers are equivalent to a specific 9-span structure when constructing design seismic track irregularity. When the seismic intensity is low, there is no significant difference in shape and amplitude between the measured pre-earthquake and post-earthquake track alignment irregularities, and the train can normally run with no significant deceleration required. The train dynamic response under the design post-earthquake track irregularity is greater than that under the measured post-earthquake track irregularity, indicating that the design seismic track irregularity has a reasonable safety margin and a good feasibility in engineering practice.

Automated summary

In this paper, three-dimensional coupling models of track-bridge systems for high-speed railways, with and without trains, were developed and verified using shaking table tests. The study also discussed the equivalent method of designing seismic track irregularities for random structures and proposed amplitude response spectra for different levels of seismic intensity. Based on engineering case analysis, the rationality of the design seismic track irregularity was evaluated, providing a theoretical foundation for post-earthquake contingency plans for high-speed railways. The results showed that increasing the span number led to an increase in the design seismic track irregularity amplitude, which eventually stabilized. When the span number reached 9, the train dynamic response also became stable. Additionally, it was found that the design seismic track irregularity had a reasonable safety margin and was feasible in engineering practice.