High-speed railway track-bridge seismic coordination shock absorption and isolation system and design method
By introducing a functionally separated seismic isolation system into the bridge, including sliding bearings, self-resetting energy dissipation devices, and limiting components, the problem that existing bridge seismic isolation systems cannot simultaneously ensure structural safety and traffic safety in near-fault earthquakes has been solved, enabling rapid repair and functional restoration of the bridge structure.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- CENT SOUTH UNIV
- Filing Date
- 2026-05-18
- Publication Date
- 2026-07-10
AI Technical Summary
Existing bridge seismic isolation and damping systems lack coordinated consideration of traffic safety on the bridge, have a high degree of functional coupling, are difficult to repair quickly after damage, and traditional design methods cannot simultaneously ensure the safety of bridge structure and train operation in near-fault earthquakes.
A functionally separated seismic isolation system is adopted, including sliding bearings, self-resetting energy dissipation devices, and limiting components, which respectively undertake the functions of vertical bearing, energy dissipation, and limiting. Through nonlinear dynamic analysis and performance verification, a multi-level seismic performance target system is established to achieve unified control of structural safety and traffic safety.
It achieves a unified design that balances the safety of bridge structure and traffic safety, improves the system's replaceability and repairability, is suitable for near-fault earthquake scenarios, and ensures rapid functional recovery.
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Figure CN122358583A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of bridge seismic resistance and rail transit engineering technology, specifically relating to a seismic isolation and damping system and design method for high-speed railway track-bridge seismic coordination. Background Technology
[0002] As high-speed railways extend into areas of high seismic intensity and near-fault influence, bridge structures face challenges such as increased stress on piers, bearing slippage, increased beam displacement, and accumulated residual deformation of the track structure under seismic loads. For high-speed railway bridges, it is not only necessary to ensure that the structure itself does not suffer serious damage after an earthquake, but also to control the residual deformation of the track structure to ensure the safe operation of trains on the bridge and restore traffic capacity as soon as possible.
[0003] In existing bridge seismic isolation and vibration reduction system designs, most methods primarily focus on a single objective, such as pier internal force control, beam displacement control, or support displacement control, while neglecting considerations for track structure smoothness, beam end residual deformation, and bridge operational safety. Especially under near-fault earthquakes, pulse-type ground motions are characterized by large displacement demands, concentrated energy input, and strong short-term impact, making it difficult for traditional single-objective design methods to simultaneously ensure both bridge structural safety and train operational safety on the bridge.
[0004] Furthermore, existing bridge seismic isolation systems often employ functionally combined bearings or combined seismic isolation devices, integrating multiple functions such as vertical load-bearing, horizontal restraint, energy dissipation, and repositioning into a single bearing or component. While this type of system can achieve a certain degree of seismic control, the high coupling of different functions makes it prone to the problem of multiple functions degrading simultaneously due to damage to a single component after a strong earthquake. When the bearing itself is damaged, it often needs to be replaced entirely, resulting in complex repair and construction, a long recovery period, and hindering the rapid restoration of traffic on high-speed railway bridges after an earthquake.
[0005] In summary, the existing technology has the following shortcomings:
[0006] First, existing seismic isolation and reduction designs focus primarily on the seismic resistance of a single structure, lacking a coordinated consideration of traffic safety on bridges. Second, existing design methods lack graded performance control logic for normal operating conditions and multi-level seismic actions. Third, traditional combined seismic isolation and reduction systems suffer from high functional coupling and difficulty in rapid repair after damage. Summary of the Invention
[0007] In view of this, the purpose of this invention is to provide a seismic isolation and damping system and design method for high-speed railway track-bridge seismic coordination. By establishing a functional division mechanism and parameter collaborative design process for supports, limiters, self-resetting and energy dissipation components, the invention achieves unified control of both structural safety and train operation safety, and improves the system's replaceability and repairability after strong earthquakes.
[0008] The present invention solves the above problems through the following technical means:
[0009] A seismic isolation and damping system for high-speed railway track-bridge seismic coordination includes sliding bearings, self-resetting energy dissipation devices, and limiting components installed between the bridge piers and the concrete main beam. The sliding bearings bear the vertical load-bearing and basic support functions of the concrete main beam, the self-resetting energy dissipation devices dissipate seismic energy and restore displacement after earthquakes, and the limiting components trigger system transitions and control ultimate displacements.
[0010] A design method for a seismic isolation and damping system for high-speed railway track-bridge seismic coordination includes the following steps:
[0011] S1. Obtain the basic parameters of the target high-speed railway track-bridge system. The basic parameters include at least the concrete main beam structural parameters, track structural parameters, pier parameters, sliding bearing parameters, seismic fortification parameters, near-fault ground motion parameters, track smoothness control parameters, and bridge traffic safety control parameters.
[0012] S2. Establish a track-bridge-seismic isolation system analysis model. This seismic isolation system analysis model includes bridge piers, concrete main beams, and sliding bearings, self-resetting energy dissipation devices, and limiting components installed between the bridge piers and concrete main beams.
[0013] S3. Construct a multi-level seismic performance target system for normal operating conditions, frequent earthquakes, design earthquakes, and rare earthquakes;
[0014] S4. Based on the multi-level seismic performance target system, establish parameter constraint relationships for sliding bearings, limiting components, and self-resetting energy dissipation devices, and determine the feasible domain of each parameter.
[0015] S5. Using the structural seismic response control target and the bridge traffic safety control target as dual targets, nonlinear dynamic analysis and performance verification are performed on the candidate parameter combination obtained in S4.
[0016] S6. When the candidate parameter combination does not meet the control requirements of the dual objectives, the sliding support parameters, limit component parameters, and self-resetting energy dissipation device parameters are iteratively adjusted until the target parameter combination that meets the coordination requirements of the dual objectives is obtained.
[0017] S7. Output the target parameter combination for the seismic isolation and vibration reduction design of the target high-speed railway track-bridge system.
[0018] Furthermore, the multi-level seismic performance target system described in S3 includes:
[0019] 1) Under normal operating conditions and frequent earthquake conditions, the sliding bearings do not slip, the piers remain in an elastic working state, and the track structure is not damaged;
[0020] 2) Under the design seismic conditions, the sliding bearings allow controlled sliding, the limiting components participate in the system transformation and displacement control, and the piers maintain an elastic working state;
[0021] 3) Under rare earthquake conditions, the sliding bearing, self-resetting energy dissipation device and limiting components work together to control the bridge's seismic response, post-earthquake residual displacement and safety reserve to prevent beam collapse.
[0022] Furthermore, the sliding support parameters in S4 include at least the friction coefficient, the limiting component parameters include at least one or more of the following: ultimate bearing capacity, trigger displacement, limiting gap, and limiting stiffness, the self-resetting parameters include at least one or more of the following: restoring force, initial stiffness, and secondary stiffness, and the energy dissipation parameters include at least the damping coefficient.
[0023] Furthermore, in S4, under the condition of frequent earthquakes, the parameter constraints of the sliding bearing must at least satisfy: on the one hand, the frictional resistance of the sliding bearing is not less than the inertial requirements of the superstructure under the condition of frequent earthquakes; on the other hand, the bending moment effect of the sliding bearing on the pier is not greater than the yield bearing capacity of the pier.
[0024] Furthermore, in S4, under the design seismic conditions, the sliding bearing and the limiting component jointly bear the seismic load, and the pier still maintains an elastic working state under the combined action of the two.
[0025] Furthermore, in S4, under rare earthquake conditions, the restoring force provided by the self-resetting component is not less than the frictional resistance generated by the sliding bearing, and the pier does not enter a yielding state under the combined action of the limiting component, the self-resetting energy dissipation device and the sliding bearing.
[0026] Furthermore, in S5, the structural seismic response control target includes at least one or more of the following: pier bottom bending moment, pier displacement, concrete main beam displacement, sliding bearing displacement, and sliding bearing residual displacement. The bridge traffic safety control target includes at least one or more of the following: post-earthquake beam end residual deformation, track smoothness control index, and bridge train operation safety index.
[0027] Furthermore, the residual deformation at the beam end after the earthquake will be used as one of the safety control indicators for train operation on the bridge, and the track structure smoothness and the safety of train operation on the bridge will be maintained by controlling the residual deformation at the beam end after the earthquake.
[0028] Furthermore, in S2, the self-resetting energy dissipation device is characterized by an idealized model of a parallel connection of a restoring force element and a damping element, the sliding support component is characterized by a frictional sliding model, and the limiting component is characterized by a triggered failure or triggered conversion model.
[0029] The design methodology of this application is described in more detail below:
[0030] A design method for a seismic isolation and damping system for high-speed railway track-bridge coordination includes the following steps:
[0031] Step 1: Input basic parameters.
[0032] Input the basic parameters of the target high-speed railway track-bridge system, including the span of the concrete main beam, the mass of the concrete main beam, the height of the pier, the yield moment of the pier, the vertical reaction force of the sliding bearing, the track structure, the boundary of the arrangement of the limiting components, the seismic fortification intensity, the near-fault ground motion parameters, the control threshold of the residual deformation at the beam end, the displacement limit of the sliding bearing, and the safety reserve for preventing beam fall, etc.
[0033] Step 2: Establish an analytical model for a functionally separated seismic isolation and damping system.
[0034] A seismic isolation and damping system was established, consisting of sliding bearings, limiting components, and self-resetting energy dissipation devices. The sliding bearings are responsible for vertical load bearing and basic support; the self-resetting energy dissipation devices are responsible for damping energy dissipation and post-earthquake recovery; and the limiting components are responsible for triggering system transitions and controlling ultimate displacements. Each component is characterized using an idealized constitutive model, and its connection relationships with the concrete main beam, piers, and track structure are established.
[0035] Step 3: Establish a multi-level seismic performance target system.
[0036] Control objectives are set based on normal operating conditions and multi-level seismic action conditions (frequent earthquakes, design earthquakes, and rare earthquakes): Under normal operating conditions and frequent earthquake conditions, the sliding bearings do not slip, the piers remain elastic, and the track structure is not damaged; under design earthquake conditions, the sliding bearings are allowed to slip in a controlled manner, the limiting components participate in the system transformation, and the piers still remain elastic; under rare earthquake conditions, the self-resetting energy dissipation device plays a full role in controlling the bridge response, post-earthquake residual displacement, and the safety reserve against beam collapse.
[0037] Step 4: Construct parameter constraints and parameter feasible region.
[0038] Based on the multi-level seismic performance objectives, constraints on the friction coefficient of sliding bearings, the ultimate bearing capacity and trigger displacement of limiting components, the self-restoring force and stiffness, and the energy dissipation damping parameters are established to form a feasible domain for multi-component parameters.
[0039] Step 5: Unified verification of dual objectives.
[0040] The bending moment at the bottom of the pier, the displacement of the pier, the displacement of the concrete main beam, the maximum displacement of the sliding bearing, and the residual displacement of the sliding bearing are used as the structural seismic response control indicators; the residual deformation at the beam end after the earthquake, the track smoothness related indicators, and the train operation safety indicators on the bridge are used as the traffic safety control indicators. A unified nonlinear dynamic analysis and performance verification are performed on the candidate parameter combination.
[0041] Step 6: Iterative adjustment of parameters.
[0042] When the candidate parameter combination does not meet the dual objectives of structural safety and traffic safety, the friction parameters, limit parameters, self-resetting parameters and energy dissipation parameters of the sliding support are iteratively corrected until the target parameter combination that meets the coordination requirements of the dual objectives is obtained.
[0043] Step 7: Output the design results.
[0044] The final design parameters of the sliding bearing, self-resetting energy dissipation device and limiting component are output for the design of seismic isolation system for high-speed railway bridges.
[0045] Preferably, the parameter feasible domain construction process includes at least the following constraints: support non-slip constraint under normal operating conditions and redundant seismic conditions; system transformation trigger constraint under design seismic conditions; and restoring force, energy dissipation capacity and displacement control constraints under rare seismic conditions.
[0046] Preferably, the method is applicable to multi-span simply supported high-speed railway bridges, and can also be extended to other track-bridge systems by redefining bridge structural parameters, track constraints, and control indicators.
[0047] The beneficial effects of this invention are:
[0048] Compared with the prior art, the present invention has at least the following beneficial effects:
[0049] (1) Separating the load-bearing function from the energy-dissipating function to improve the rapid functional recovery capability after an earthquake. This invention adopts a functionally separated seismic isolation system, which separates the vertical load-bearing function of the sliding bearing from the damping energy-dissipating function of the self-resetting energy-dissipating device, unlike the traditional combined seismic isolation system that couples multiple functions in a single bearing. After a strong earthquake, when the self-resetting energy-dissipating device, sliding bearing, or limiting component is damaged, the damaged component can be replaced independently without replacing the entire load-bearing system, thereby improving the system's replaceability, repairability, and rapid post-earthquake recovery capability.
[0050] (2) Achieving a unified design that addresses both structural safety and traffic safety objectives. This invention incorporates pier stress control, concrete main beam displacement control, post-earthquake beam end residual deformation control, and track smoothness control into a unified design framework, avoiding the problem of existing methods focusing only on a single structural response index.
[0051] (3) Realize the functional division and coordinated control of multi-component seismic isolation system. This invention incorporates sliding bearings, limiting components, and self-resetting energy dissipation devices into a unified design process, and allocates different functions based on multi-level seismic conditions to realize the hierarchical triggering and orderly conversion of the system under different seismic intensities.
[0052] (4) Applicable to near-fault earthquake scenarios. This invention addresses the characteristics of near-fault earthquakes, such as significant pulse effects, large displacement requirements, and concentrated input energy. It constructs a parameter design and performance verification process for earthquakes of multiple intensity levels, which is highly targeted.
[0053] (5) Facilitates engineering application and parameter optimization. The present invention adopts a method that combines the feasible domain of parameters with the unified verification of dual objectives, which can be used for the preliminary design, scheme comparison and parameter optimization of high-speed railway bridge seismic isolation system.
[0054] In summary, this invention addresses the challenges of ensuring bridge structural safety, controlling post-earthquake residual deformation of the track structure and traffic safety on high-speed railway bridges under near-fault earthquakes, while also considering rapid functional recovery after strong earthquakes. It constructs a functionally separated seismic isolation and damping system comprising sliding bearings, limiting components, and self-resetting energy dissipation devices. Based on frequent, design, and rare earthquakes, graded performance objectives are established, forming graded solution constraints for bearing friction parameters, limiting trigger parameters, self-resetting parameters, and energy dissipation parameters. Through an "input-solution-verification-iteration" process, the target parameter combination that satisfies pier elastic control, system transformation control, post-earthquake beam end residual deformation control, and track smoothness control is determined. This invention achieves collaborative design of the dual objectives of structural safety and traffic safety in the high-speed railway track-bridge system. By decoupling the bridge's load-bearing function from its energy dissipation function, it reduces the coupling degree between different functional components, improves the replaceability of damaged components after earthquakes, and enhances the overall repairability of the system. It can be used for parameter determination and engineering design of seismic isolation and damping schemes for high-speed railway bridges in near-fault zones. By introducing a functionally separated seismic isolation system, the vertical load-bearing function of the beam is separated from its horizontal energy dissipation function, self-resetting function, and limit control function. This reduces the functional coupling between load-bearing components and energy dissipation components, thereby improving the independent replaceability of damaged components, the repairability of the system, and the ability to quickly restore functions after an earthquake while ensuring the seismic isolation effect. Attached Figure Description
[0055] The present invention will be further described below with reference to the accompanying drawings and embodiments.
[0056] Figure 1 This is a flowchart illustrating the overall design method of the present invention.
[0057] Figure 2 This is a schematic diagram of the composition of the vibration reduction and isolation system (or analysis model) of the present invention.
[0058] Figure 3 This is a schematic diagram of the idealized mechanical model of the sliding support, limiting component, self-resetting component and energy dissipation component in this invention.
[0059] Figure 4This is a diagram showing the relationship between the normal operating conditions and multi-level seismic performance targets and the functional division of components in this invention.
[0060] Figure 5 This is a schematic diagram of the feasible domain construction of multiple component parameters in this invention.
[0061] Figure 6 This is a schematic diagram illustrating the relationship between post-earthquake beam end residual deformation control and track smoothness control in this invention.
[0062] Reference numerals: 1-Steel crossbeam connecting top plate, 2-Concrete main beam, 3-Upper support plate, 4-Lower support plate, 5-Sliding layer, 6-Universal hinge, 7-Limiting component, 8-Self-resetting energy dissipation device, 9-Steel crossbeam, 10-Pier. Detailed Implementation
[0063] The present invention will be further described below with reference to specific embodiments, but the scope of protection of the present invention is not limited to the following embodiments.
[0064] like Figure 2 As shown, this embodiment discloses a seismic isolation and damping system for high-speed railway track-bridge seismic coordination, including a sliding bearing, a self-resetting energy dissipation device 8, and a limiting component 7 installed between the pier 10 and the concrete main beam 2. The sliding bearing provides vertical bearing and basic support for the concrete main beam, the self-resetting energy dissipation device dissipates seismic energy and restores post-earthquake displacement, and the limiting component triggers system transitions and controls ultimate displacement. More specifically, the sliding bearing includes an upper support plate 3, a lower support plate 4, and a sliding layer 5. The self-resetting energy dissipation device is connected to the pier via a pier connector, which is connected to the pier via a universal joint 6. The self-resetting energy dissipation device is connected to the concrete main beam via a main beam connector, which includes a steel crossbeam connecting a top plate 1 and a steel crossbeam 9. The self-resetting energy dissipation device includes a self-resetting component and an energy dissipation component.
[0065] Combination Figures 1 to 6 As shown in the figure, this embodiment also provides a design method for the above-mentioned high-speed railway track-bridge seismic isolation and damping system, which includes the following steps:
[0066] S1. Obtain the basic parameters of the target high-speed railway track-bridge system. The basic parameters include at least the concrete main beam structural parameters, track structural parameters, pier parameters, sliding bearing parameters, seismic fortification parameters, near-fault ground motion parameters, track smoothness control parameters, and bridge traffic safety control parameters.
[0067] S2. Establish a track-bridge-seismic isolation system analysis model. This seismic isolation system analysis model includes bridge piers, concrete main beams, and sliding bearings, self-resetting energy dissipation devices, and limiting components installed between the bridge piers and concrete main beams.
[0068] S3. Construct a multi-level seismic performance target system for normal operating conditions, frequent earthquakes, design earthquakes, and rare earthquakes;
[0069] S4. Based on the multi-level seismic performance target system, establish parameter constraint relationships for sliding bearings, limiting components, and self-resetting energy dissipation devices, and determine the feasible domain of each parameter.
[0070] S5. Using the structural seismic response control target and the bridge traffic safety control target as dual targets, nonlinear dynamic analysis and performance verification are performed on the candidate parameter combination obtained in S4.
[0071] S6. When the candidate parameter combination does not meet the control requirements of the dual objectives, the sliding support parameters, limit component parameters, and self-resetting energy dissipation device parameters are iteratively adjusted until the target parameter combination that meets the coordination requirements of the dual objectives is obtained.
[0072] S7. Output the target parameter combination for the seismic isolation and vibration reduction design of the target high-speed railway track-bridge system.
[0073] The multi-level seismic performance target system described in S3 includes:
[0074] 1) Under normal operating conditions and frequent earthquake conditions, the sliding bearings do not slip, the piers remain in an elastic working state, and the track structure is not damaged;
[0075] 2) Under the design seismic conditions, the sliding bearings allow controlled sliding, the limiting components participate in the system transformation and displacement control, and the piers maintain an elastic working state;
[0076] 3) Under rare earthquake conditions, the sliding bearing, self-resetting energy dissipation device and limiting components work together to control the bridge's seismic response, post-earthquake residual displacement and safety reserve to prevent beam collapse.
[0077] The sliding support parameters in S4 include at least the friction coefficient, the limiting component parameters include at least one or more of the following: ultimate bearing capacity, trigger displacement, limiting gap, and limiting stiffness, the self-resetting parameters include at least one or more of the following: restoring force, initial stiffness, and secondary stiffness, and the energy dissipation parameters include at least the damping coefficient.
[0078] In S4, under the condition of frequent earthquakes, the parameter constraints of the sliding bearing must at least satisfy the following: on the one hand, the frictional resistance of the sliding bearing is not less than the inertial requirements of the superstructure under the condition of frequent earthquakes; on the other hand, the bending moment effect of the sliding bearing on the pier is not greater than the yield bearing capacity of the pier.
[0079] In S4, under the design seismic conditions, the sliding bearing and the limiting component jointly bear the seismic load, and the pier still maintains an elastic working state under the combined action of the two.
[0080] In S4, under rare earthquake conditions, the restoring force provided by the self-resetting component is not less than the frictional resistance generated by the sliding bearing, and the pier does not enter the yielding state under the combined action of the limiting component, the self-resetting energy dissipation device and the sliding bearing.
[0081] In S5, the structural seismic response control target includes at least one or more of the following: pier bottom bending moment, pier displacement, concrete main beam displacement, sliding bearing displacement, and sliding bearing residual displacement. The bridge traffic safety control target includes at least one or more of the following: post-earthquake beam end residual deformation, track smoothness control index, and bridge train operation safety index.
[0082] The residual deformation at the beam end after the earthquake is used as one of the safety control indicators for train operation on the bridge. By controlling the residual deformation at the beam end after the earthquake, the smoothness of the track structure and the safety of train operation on the bridge can be maintained.
[0083] In S2, the self-resetting energy dissipation device is characterized by an idealized model of parallel connection of restoring force element and damping element, the sliding support component is characterized by a friction sliding model, and the limiting component is characterized by a trigger failure or trigger conversion model.
[0084] The following is additional information:
[0085] Establish an analytical model for the track-bridge-seismic isolation system.
[0086] A multi-span simply supported beam bridge on a high-speed railway was selected as the research object, with a CRTS-III type ballastless track structure. An overall analytical model of the beam, piers, supports, and track structure was established. Sliding bearings were installed between the beam and piers to bear the vertical load and provide basic support for the beam; independent limiting components were installed between the piers and beam for system transition triggering and ultimate displacement control; independent self-resetting components and energy-dissipating components were installed at corresponding locations to undertake post-earthquake displacement recovery and energy dissipation / damping functions, respectively.
[0087] This embodiment adopts a functionally separated system. Unlike traditional combined seismic isolation bearings that integrate vertical load-bearing, horizontal constraint, energy dissipation, and reset functions into a single bearing, in this invention, different components perform different functions. This separate arrangement reduces the coupling between different functional components, avoids the simultaneous loss of multiple functions due to damage to the bearing body after a strong earthquake, and facilitates targeted replacement of damaged components after the earthquake.
[0088] Establishment of multi-level seismic performance targets
[0089] For normal operating conditions and multi-level seismic conditions (frequent earthquakes, design earthquakes, and rare earthquakes), the following performance targets are established:
[0090] Under normal operating conditions and frequent earthquake conditions, the sliding bearing components are required to not slip, the piers to maintain an elastic working state, and the track structure to be undamaged, so as to maintain the smoothness and safety required for bridge operation.
[0091] Under the design seismic conditions, the sliding bearing components are allowed to undergo controlled sliding, and the limiting components participate in the work under preset conditions to achieve system transformation, while the piers remain elastic.
[0092] Under rare earthquake conditions, self-resetting components and energy-dissipating components work together to control beam displacement and residual support displacement, control post-earthquake residual deformation of beam ends, and ensure safety reserves against beam falling.
[0093] Parameter constraint establishment
[0094] Let the friction coefficient of the sliding support be... The vertical reaction force of the sliding support is The superstructure contributes to the mass. The seismic acceleration requirements corresponding to the frequent earthquake condition and the design earthquake condition are respectively and The equivalent force arm of the bridge pier is The yield moment of the bridge pier is The limiting force of the limiting component is The restoring force of the self-resetting component is The equivalent energy dissipation capacity of the energy-consuming components is .
[0095] Under frequent earthquake conditions, the parameters of the sliding bearing components must meet the following requirements: the frictional resistance of the sliding bearing components is not less than the inertial requirements of the superstructure under frequent earthquake conditions; and the bending moment generated by the sliding bearing on the pier is not greater than the yield bending moment of the pier.
[0096] It can be represented as:
[0097]
[0098]
[0099] Under the design seismic conditions, the sliding bearing components and the limiting components work together to satisfy:
[0100]
[0101]
[0102] Under rare earthquake conditions, self-resetting components and energy-dissipating components participate in the control to meet the requirements.
[0103]
[0104]
[0105] The feasible domains for the bearing friction coefficient of the support, the bearing capacity of the limiting component, the stiffness and restoring force of the self-resetting component, and the damping parameters of the energy dissipation component are established based on the above constraints.
[0106] Dual-objective unified verification and iteration
[0107] Nonlinear seismic time history analysis was performed on candidate parameter combinations within the feasible parameter domain. The bending moment at the bottom of the pier, the pier displacement, the displacement of the concrete main beam, the maximum displacement of the sliding bearing, and the residual displacement of the sliding bearing were used as the seismic control indicators for the structure; the residual deformation at the beam end after the earthquake, the track smoothness related indicators, and the train operation safety indicators on the bridge were used as the traffic safety control indicators.
[0108] When the candidate parameter combination cannot meet the control requirements, iterate as follows:
[0109] When premature slippage of the bearing occurs under normal operating conditions or frequent earthquake conditions, increase the bearing friction parameters.
[0110] When the system transition is too early or too late under the design seismic conditions, adjust the limiting components to trigger displacement and bearing capacity;
[0111] When the residual displacement of the beam, the residual displacement of the support, or the residual deformation of the beam end after the earthquake is too large under rare earthquake conditions, adjust the restoring force and stiffness of the self-resetting component and correct the damping parameters of the energy dissipation component.
[0112] When the pier response is too large, reduce the adverse force transmission to the pier and reallocate parameters until a target parameter combination that meets the requirements of coordinated control of the two objectives is obtained.
[0113] Post-earthquake rapid recovery scenario description
[0114] Following a strong earthquake, if energy-dissipating components are damaged, they can be replaced independently without replacing the entire sliding bearing that bears the vertical load. If the self-resetting components degrade, they can be repaired or replaced, while the sliding bearing continues to provide vertical support. If the limiting components fail or are damaged, their limiting function can be restored independently. Compared to traditional combined seismic isolation bearings, this invention significantly improves the independent replaceability of each functional component and the overall repairability of the system through functional separation design, making it more suitable for the rapid functional recovery needs of high-speed railway bridges after strong earthquakes.
Claims
1. A seismic isolation and damping system for high-speed railway track-bridge seismic coordination, characterized in that, It includes sliding bearings, self-resetting energy dissipation devices, and limiting components installed between the bridge piers and the concrete main beam. The sliding bearings bear the vertical load and basic support functions of the concrete main beam, the self-resetting energy dissipation devices bear the seismic energy dissipation function and the post-earthquake displacement recovery function, and the limiting components bear the system conversion triggering and ultimate displacement control functions.
2. A design method for a seismic isolation and damping system for high-speed railway track-bridge seismic coordination as described in claim 1, characterized in that, Includes the following steps: S1. Obtain the basic parameters of the target high-speed railway track-bridge system. The basic parameters include at least the concrete main beam structural parameters, track structural parameters, pier parameters, sliding bearing parameters, seismic fortification parameters, near-fault ground motion parameters, track smoothness control parameters, and bridge traffic safety control parameters. S2. Establish a track-bridge-seismic isolation system analysis model. This seismic isolation system analysis model includes bridge piers, concrete main beams, and sliding bearings, self-resetting energy dissipation devices, and limiting components installed between the bridge piers and concrete main beams. S3. Construct a multi-level seismic performance target system for normal operating conditions, frequent earthquakes, design earthquakes, and rare earthquakes; S4. Based on the multi-level seismic performance target system, establish parameter constraint relationships for sliding bearings, limiting components, and self-resetting energy dissipation devices, and determine the feasible domain of each parameter. S5. Using the structural seismic response control target and the bridge traffic safety control target as dual targets, nonlinear dynamic analysis and performance verification are performed on the candidate parameter combination obtained in S4. S6. When the candidate parameter combination does not meet the control requirements of the dual objectives, the sliding support parameters, limit component parameters, and self-resetting energy dissipation device parameters are iteratively adjusted until the target parameter combination that meets the coordination requirements of the dual objectives is obtained. S7. Output the target parameter combination for the seismic isolation and vibration reduction design of the target high-speed railway track-bridge system.
3. The design method according to claim 2, characterized in that, The multi-level seismic performance target system described in S3 includes: 1) Under normal operating conditions and frequent earthquake conditions, the sliding bearings do not slip, the piers remain in an elastic working state, and the track structure is not damaged; 2) Under the design seismic conditions, the sliding bearings allow controlled sliding, the limiting components participate in the system transformation and displacement control, and the piers maintain an elastic working state; 3) Under rare earthquake conditions, the sliding bearing, self-resetting energy dissipation device and limiting components work together.
4. The design method according to claim 2, characterized in that, The sliding support parameters in S4 include at least the friction coefficient, the limiting component parameters include at least one or more of the following: ultimate bearing capacity, trigger displacement, limiting gap, and limiting stiffness, the self-resetting parameters include at least one or more of the following: restoring force, initial stiffness, and secondary stiffness, and the energy dissipation parameters include at least the damping coefficient.
5. The design method according to claim 2, characterized in that, In S4, under the condition of frequent earthquakes, the parameter constraints of the sliding bearing must at least satisfy the following: on the one hand, the frictional resistance of the sliding bearing is not less than the inertial requirements of the superstructure under the condition of frequent earthquakes; on the other hand, the bending moment effect of the sliding bearing on the pier is not greater than the yield bearing capacity of the pier.
6. The design method according to claim 2, characterized in that, In S4, under the design seismic conditions, the sliding bearing and the limiting component jointly bear the seismic load, and the pier still maintains an elastic working state under the combined action of the two.
7. The design method according to claim 2, characterized in that, In S4, under rare earthquake conditions, the restoring force provided by the self-resetting component is not less than the frictional resistance generated by the sliding bearing, and the pier does not enter the yielding state under the combined action of the limiting component, the self-resetting energy dissipation device and the sliding bearing.
8. The design method according to claim 2, characterized in that, In S5, the structural seismic response control target includes at least one or more of the following: pier bottom bending moment, pier displacement, concrete main beam displacement, sliding bearing displacement, and sliding bearing residual displacement. The bridge traffic safety control target includes at least one or more of the following: post-earthquake beam end residual deformation, track smoothness control index, and bridge train operation safety index.
9. The design method according to claim 8, characterized in that, The residual deformation at the beam end after the earthquake is used as one of the safety control indicators for train operation on the bridge. By controlling the residual deformation at the beam end after the earthquake, the smoothness of the track structure and the safety of train operation on the bridge can be maintained.
10. The design method according to claim 2, characterized in that, In S2, the self-resetting energy dissipation device is characterized by an idealized model of parallel connection of restoring force element and damping element, the sliding support component is characterized by a friction sliding model, and the limiting component is characterized by a trigger failure or trigger conversion model.