Wavelength Characteristics of Vertical Deformation and Train Dynamics Simulation of Long-Span Cable-Stayed Bridges under Complex Loads

• DOI: 10.20944/preprints202408.2146.v1
• Publication Date: 2024-08-30T00:34:50Z
• Authors: Zhiqiang Pang; Mangmang Gao; Guolong Li; Jingjing Yang; Fei Yang
• Keywords: train–bridge dynamic coupling model; Technology; QH301-705.5; T; Physics; QC1-999; 0211 other engineering and technologies; Engineering (General). Civil engineering (General); ballastless track; Chemistry; 0202 electrical engineering, electronic engineering, information engineering; long-span, cable-stayed bridges; bridge engineering; mapping relationships; wavelength characterization; TA1-2040; Biology (General); QD1-999

Ballastless track has high smoothness, but the laying requirements are strict. Therefore, the maximum span of cable-stayed bridges laying ballastless tracks is 392m. For laying ballastless track structures over larger spans, the deformation characteristics of long-span cable-stayed Bridges under complex loads are incomplete, and the interaction between long-span bridge-track structures is unclear. The influence of wavelength of cosine wave on the track- bridge mapping of different orbital structures was explored. The wavelength characteristics of vertical deformation under complex loads were investigated. The track-bridge integrated model for the cable-stayed bridge was establish to analyze the mapping relationship between rail and bridge and wavelength characteristics of deformation. Based on mapping relationships and wavelength characteristics of deformation, the Train-Track-Bridge dynamic simulation model was simplified. The results show that when the minimum wavelength of bridge deformation surpasses 6 m, 10 m, and 16 m, the rail deformation in the ballasted track, the longitudinal-connected track, and the unit slab-type ballastless track accurately mirrors the deformation of the bridge. For the span of bridge ranging from 200 m to 600 m, the wavelength of vertical deformation ranges from 21 to 1270 m under complex loads. During local loads, the vertical deformation below the 200 m wavelength constitutes a significant proportion near the pie. Considering the influence of the deformation on train vibration response, the Train-Bridge dynamic coupling model can be employed to treat the track structure as a load to reduce complexity of model and enhance the calculation efficiency.