- ISSN 0258-2724
- CN 51-1277/U
- EI Compendex
- Scopus
- Indexed by Core Journals of China, Chinese S&T Journal Citation Reports
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- Chinese Science Citation Database
| Citation: | LI Qi, LAI Yuchen, ZHANG Di, SHI Long, LI Kebing. Track–Bridge Longitudinal Dynamic Interaction during High-Speed Train Braking Process[J]. Journal of Southwest Jiaotong University. doi: 10.3969/j.issn.0258-2724.20240409
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To investigate the influence of the dynamic braking process of high-speed trains on the longitudinal force at the pier tops of simply supported beam bridges, the rail-level braking force time-history curve was first calculated and obtained via multibody system dynamics simulation. Longitudinal resistance tests were then conducted on WJ-8 type low-resistance fasteners to reveal the law governing the influence of loading frequency and vertical load on the longitudinal resistance properties of the fasteners. Finally, a finite element model for longitudinal track–bridge interaction in multi-span simply-supported girder bridges was established. In this model, the wheel’s vertical and longitudinal forces were applied as moving concentrated loads on the rail, taking into account the uneven distribution of dynamic vertical force among the fasteners and their corresponding vertical-load-dependent longitudinal resistances. The influence of braking stop position and number of spans on the dynamic response of the track–bridge system was analyzed using the dynamic time-history method, and the results were compared with those from static analysis. The findings indicate that the longitudinal resistance of the fasteners is not significantly influenced by the loading frequency but is sensitive to the vertical load they carry. The longitudinal forces in the rail and at the pier tops are maximized when the train stops braking at the abutment of the final span. While these forces increase with the number of spans, they stabilize beyond eight spans. A discrepancy is observed between the dynamic and static analysis results for the maximum rail stress and displacement, yielding a dynamic amplification factor of approximately 1.05. Furthermore, the dynamic amplification factor is about 1.07 for the pier experiencing the greatest braking force, but can reach up to 1.93 for piers subjected to smaller forces.
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