High-speed railway bridge post-earthquake traffic capacity assessment method, medium and equipment

Abstract

The invention relates to the technical field of rail bridge post-earthquake traffic, in particular to a high-speed railway bridge post-earthquake traffic capacity assessment method, a medium and equipment. The method comprises the following steps: establishing a high-speed railway roadbed-track-bridge system model and a train-track-bridge system model; calculating post-earthquake track irregularity by using a roadbed-track-bridge system model, and establishing a post-earthquake track irregularity fitting mathematical model and a post-earthquake track smoothness quantitative index; the train-rail-bridge system model is used for rapidly calculating the driving performance indexes on the bridge after the earthquake, and the quantitative relation between different dynamic performance index fitting parameters and the driving speed is obtained; determining a driving safety evaluation criterion on the post-earthquake axle, and obtaining a driving speed threshold value on the post-earthquake axle meeting a driving performance target on the post-earthquake axle; and dividing a traffic safety area and a danger area on the post-earthquake bridge to obtain the post-earthquake traffic capacity of the high-speed railway bridge. By means of the method, the high-speed railway bridge post-earthquake traffic capacity evaluation method is simple in calculation form and convenient for manual calculation and has good engineering applicability, and a speed threshold value calculation result has reasonable safety margin.

Description

Technical Field

[0001] The present invention relates to the technical field of post-earthquake trafficability of rail bridges, and in particular to a method, medium and equipment for evaluating the post-earthquake trafficability of high-speed railway bridges. Background Art

[0002] As the total mileage of high-speed railway lines continues to expand, high-speed railway construction is gradually extending to western regions and coastal areas with high seismic intensity. This increasingly dense high-speed railway network inevitably borders or crosses seismic zones. Complex terrain and geological conditions are the primary reason why my country's high-speed railways rely on bridges instead of roads. After an earthquake, the track-bridge system causes residual deformation and service performance degradation of bridges and sub-track structures, which in turn reflects upward and causes track irregularities. Track smoothness is a significant factor affecting high-speed rail operating speeds. While numerous studies have investigated track irregularities caused by factors such as foundation damage, temperature effects, and concrete shrinkage and creep, these findings are not directly applicable to the highly random nature of post-earthquake track irregularities. "Speed" has always been the goal of railway development, while "safety" is the eternal theme of railway transportation. Fundamental research on track-bridge systems aims to improve the operational efficiency and transportation safety of the high-speed railway network.

[0003] To rapidly and reasonably calculate the post-earthquake capacity of regional high-speed railway bridge clusters, providing strong technical support for intelligent railway bridge alignment in high-intensity earthquake zones, the development of post-earthquake emergency response plans for high-speed railway bridge clusters, and the rapid restoration of post-earthquake traffic function, a calculation method that can quickly and accurately assess the post-earthquake capacity of high-speed railway bridges is urgently needed. Summary of the Invention

[0004] The present invention aims to provide a calculation method that can quickly and accurately evaluate the post-earthquake capacity of high-speed railway bridges. The specific technical solution is as follows:

[0005] A method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge comprises the following steps:

[0006] S1: Establish high-speed railway subgrade-track-bridge system model and train-track-bridge system model;

[0007] S2: Calculate post-earthquake track irregularity using the roadbed-track-bridge system model, and establish a post-earthquake track irregularity fitting mathematical model and post-earthquake track smoothness quantitative indicators;

[0008] S3: Using the train-track-bridge system model, the post-earthquake on-bridge driving performance indicators are rapidly calculated to obtain the quantitative relationship between the fitting parameters of different dynamic performance indicators and driving speed;

[0009] S4: Determine the safety evaluation criteria for driving on the bridge after the earthquake, obtain the driving performance target on the bridge after the earthquake and the driving speed threshold on the bridge after the earthquake that meets the driving performance target on the bridge after the earthquake;

[0010] S5: Draw a threshold curve for vehicle speed on the bridge after the earthquake, divide the bridge into safe and dangerous areas after the earthquake, and obtain the post-earthquake traffic capacity of the high-speed railway bridge.

[0011] Preferably, the S2 includes:

[0012] The first-order variation rate of track irregularity (DIC) was selected as the quantitative index of track smoothness after the earthquake.

[0013] Comprehensively considering the influence of parameters including fault distance, site conditions and earthquake intensity, a mathematical model for post-earthquake track irregularity fitting corresponding to various levels of seismic fortification intensity is established;

[0014] Mathematical Model I F It is constructed using the sine function and the expression is as follows:

[0015]

[0016] Where: c is the shape correction coefficient; A represents the amplitude of the design post-earthquake track irregularity; x represents the mileage position; L1 represents the half wavelength of the sine function;

[0017] A=C1T+C2 2);

[0018] Where T is the first-order lateral natural vibration period of the high-speed railway track-bridge system; C1 and C2 are the fitting coefficients of the linear function;

[0019] Combining equations 1) and 2), the expression for DIC is as follows:

[0020]

[0021] Preferably, the S3 includes:

[0022] The train-track-bridge system model is used to calculate the driving performance index under the influence of earthquake-induced track irregularities, and the driving performance index on the bridge at different driving speeds is obtained.

[0023] A linear regression analysis was conducted on the bridge driving performance indicators and DIC, and a linear regression model of DIC-post-earthquake bridge driving performance indicators with a 95% assurance rate was obtained. The expression is as follows:

[0024]

[0025] Lateral acceleration refers to the lateral acceleration of the vehicle body, Wheel unloading rate refers to the wheel unloading rate, Derailment coefficient refers to the derailment coefficient, Sperling refers to Sperling, Wheel-raillateralforce refers to the wheel-rail lateral force, P 11 ~P 51 Represent the coefficients of the fitting expressions between the five indicators and DIC, P 12 ~P 52 They represent the intercepts of the fitting expressions between the five indices and DIC;

[0026] The driving speed was introduced to conduct regression analysis on the parameters of the linear regression model of the driving performance indicators on the DIC-post-seismic bridge, and the quantitative relationship between the fitting parameters of different dynamic performance indicators and the driving speed was obtained.

[0027] Preferably, the method for determining the safety evaluation criteria for driving on the bridge after the earthquake and obtaining the performance target for driving on the bridge after the earthquake is as follows:

[0028] Based on the survival rate data, the core emergency rescue tasks within the golden 72 hours of post-earthquake rescue were determined, and the post-earthquake on-bridge driving performance targets were divided into the following categories:

[0029] Safety target: Select driving safety index as the performance control target for post-earthquake material transportation;

[0030] Comfort target: Driving stability index is selected as the performance control target for post-earthquake personnel transportation.

[0031] Preferably, the calculation method of the vehicle speed threshold on the bridge after the earthquake is as follows:

[0032] Based on Equation 4), the quantitative relationship between the fitting parameters of different dynamic performance indicators and the driving speed, as well as the dynamic response indicator limit when the train passes through the bridge, the following expression is obtained:

[0033]

[0034] Solve Equation 5) to obtain the post-earthquake on-bridge speed threshold based on safety and comfort objectives;

[0035] The calculation formula of the vehicle speed threshold V1 on the bridge after the earthquake based on the safety target is as follows:

[0036]

[0037] The calculation formula of the driving speed threshold V2 on the axle after the earthquake based on the comfort target is as follows:

[0038]

[0039] Substituting Equation 3) into Equation 6) and Equation 7) yields:

[0040]

[0041] The present invention also provides an electronic device comprising: at least one processor, at least one memory and computer program instructions stored in the memory. When the computer program instructions are executed by the processor, the method for assessing the post-earthquake capacity of a high-speed railway bridge is performed.

[0042] The application of the technical solution of the present invention has the following beneficial effects:

[0043] A method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge comprises the following steps: S1: establishing a high-speed railway subgrade-track-bridge system model and a train-track-bridge system model; S2: calculating post-earthquake track irregularity using the subgrade-track-bridge system model, and establishing a post-earthquake track irregularity fitting mathematical model and a post-earthquake track smoothness quantitative index; S3: rapidly calculating post-earthquake bridge driving performance indexes using the train-track-bridge system model, and obtaining a quantitative relationship between fitting parameters of different dynamic performance indexes and driving speed; S4: determining a post-earthquake bridge driving safety evaluation criterion, obtaining a post-earthquake bridge driving performance target and a post-earthquake bridge driving speed threshold that meets the post-earthquake bridge driving performance target; and S5: drawing a post-earthquake bridge driving speed threshold curve, dividing the post-earthquake bridge driving safety zone and danger zone, and obtaining the post-earthquake traffic capacity of the high-speed railway bridge. Through the post-earthquake capacity assessment method for high-speed railway bridges proposed in the present invention, the calculation of the traffic performance index on the bridge after the earthquake is in good agreement with the calculation results of the train-track-bridge system model and is slightly conservative. The traffic performance targets on the bridge after the earthquake can be divided into safety targets and comfort targets according to the type of disaster relief resources transported. The evaluation criteria for traffic performance on the bridge after the earthquake based on the comfort target have more stringent speed control. The post-earthquake capacity assessment method for high-speed railway bridges has a simple calculation form, is easy to calculate manually, and has good engineering applicability. It lays a good theoretical foundation for the formulation of post-earthquake emergency plans and performance-based seismic design methods for high-speed railway bridges. The speed threshold calculation results have a reasonable safety margin, providing strong technical support for the formulation of post-earthquake emergency plans for high-speed railway bridge groups and the rapid restoration of post-earthquake traffic functions.

[0044] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0046] Figure 1 This is a flow chart of a method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge according to an embodiment of the present invention;

[0047] Figure 2 The present invention provides a safety-oriented criterion for evaluating vehicle performance on a bridge after an earthquake.

[0048] Figure 3 This is a criterion for evaluating driving performance on a bridge after an earthquake based on a comfort target in an embodiment of the present invention. DETAILED DESCRIPTION

[0049] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered by the claims.

[0050] In one embodiment, see Figure 1 A method for evaluating the post-earthquake capacity of a high-speed railway bridge comprises the following steps:

[0051] S1: Establish a high-speed railway subgrade-track-bridge system model and a train-track-bridge system model; this example uses the high-speed railway CRTS II slab ballastless track as the object to establish a high-speed railway subgrade-track-bridge system simulation model. A 100m long track-subgrade section is established on each side of the track-bridge system to eliminate the influence of the system boundary. The box girder is a standard simply supported beam with a length of 32.5m and a single-box single-chamber cross-section. Each span of the simply supported box girder is supported by a fixed bearing (1), a bidirectional sliding bearing (1), and a unidirectional sliding bearing (2). The bearing specifications are 5000kN pot-type rubber bearings. The bridge pier height range is 3 to 20m. Piers 14m and below are uniform cross-section piers, and those above 14m are variable cross-section piers with a slope of 1:45. The pile-soil interaction at the pier bottom adopts a spring model, and the spring stiffness is calculated using the m-method. Key components of the track system include fasteners, CA mortar layer, shear teeth, lateral blocks, end spikes, friction plates, shear reinforcement, sliding layer, and rigid foam. For specific modeling parameters and process, refer to existing technologies.

[0052] To account for the randomness and widespread nature of regional ground motions, this embodiment uses the "MR method" to select ground motions. Based on the high-speed railway construction area, the earthquake magnitude M is selected to range from 5 to 8. Since 32m high-speed railway simply supported beam bridges are relatively less affected by far-field earthquakes, the epicenter distance R is selected to range from 0 to 100 km. Furthermore, considering the significant impact of pulsed ground motions on the lateral seismic response of bridges, PGV / PGA are used as supplementary measures in the selection process to ensure a broad coverage of ground motions. Based on the above principles, 10 evenly distributed pulsed ground motions and 15 non-pulsed ground motions were selected from the PEER strong earthquake database. Seismic excitation was applied using the uniform acceleration excitation method. Under frequent earthquakes, rails can essentially maintain their initial straightness, allowing trains to travel at normal design speeds. Therefore, this embodiment only considers two PGAs: 0.38g (design earthquake) and 0.6g (rare earthquake). These different PGAs are achieved through amplitude modulation of the seismic wave peak, ultimately resulting in a total of 50 ground motions.

[0053] Due to the constraints of the roadbed and the gravity-induced self-reset of the track structure, longitudinal and vertical earthquakes have little impact on the post-earthquake residual deformation of high-speed railways. Therefore, the input direction of the seismic motion in this embodiment is transverse. To simulate the free vibration of the structure after the earthquake stops, a 15-second zero-value segment is added at the end of the earthquake acceleration for adjustment.

[0054] S2: Calculate post-earthquake track irregularity using the roadbed-track-bridge system model, and establish a post-earthquake track irregularity fitting mathematical model and post-earthquake track smoothness quantitative indicators, including:

[0055] The first-order rate of change of track irregularity (DIC) was selected as a quantitative indicator of track smoothness after an earthquake. As the carrier of high-speed trains, the smoothness of the track directly affects the safety and comfort of train operation. The first-order rate of change of track irregularity (DIC) showed a significant correlation with the performance indicators of on-bridge traffic after an earthquake.

[0056] Comprehensively considering the influence of parameters including fault distance, site conditions and earthquake intensity, a mathematical model for post-earthquake track irregularity fitting corresponding to various levels of seismic fortification intensity is established;

[0057] Mathematical Model I F It is constructed using the sine function and the expression is as follows:

[0058]

[0059] Where: c is the shape correction coefficient; A represents the amplitude of the design post-seismic track irregularity; x represents the mileage position; L1 represents the half-wavelength of the sine function; and is taken as the longitudinal length of the 9-span specific structure, 293.4 m.

[0060] Through this model, the influence of parameters such as fault distance, site conditions and earthquake intensity can be comprehensively considered, and a mathematical model for fitting post-earthquake track irregularities corresponding to various levels of seismic fortification intensity is established to meet the regional demand for rapid traffic after an earthquake.

[0061] A=C1T+C2 2);

[0062] Where T is the first-order lateral natural vibration period of the high-speed railway track-bridge system; C1 and C2 are the fitting coefficients of the linear function;

[0063] Combining equations 1) and 2), the expression for DIC is as follows:

[0064]

[0065] This example uses a roadbed-track-bridge system model to calculate post-seismic track irregularities for 50 tracks. Under lateral earthquake action, the lateral residual displacement of the bearings causes lateral movement of the bridge and its upper track structure, resulting in significant post-seismic lateral irregularities of the rails, with a maximum amplitude of 82.63 mm. In comparison, post-seismic track gauge, height, and horizontal irregularities are negligible. Therefore, this study focuses solely on post-seismic lateral irregularities, ignoring the impact of other track irregularities.

[0066] S3: Use the train-track-bridge system model to quickly calculate the driving performance indicators on the bridge after the earthquake, and obtain the quantitative relationship between the fitting parameters of different dynamic performance indicators and driving speed, including:

[0067] The train-track-bridge system model is used to calculate the driving performance indicators under the influence of seismic track irregularities, and the bridge driving performance indicators at different driving speeds are obtained. In this example, a total of 1650 bridge driving performance indicators at different driving speeds are obtained, and linear regression analysis is performed on the bridge driving performance indicators and DIC. Due to space limitations, only the linear regression analysis results for speeds of 150, 250, and 350 km / h are presented.

[0068] A linear regression analysis was conducted on the bridge driving performance indicators and DIC, and a linear regression model of DIC-post-earthquake bridge driving performance indicators with a 95% assurance rate was obtained. The expression is as follows:

[0069]

[0070] Lateral acceleration refers to the lateral acceleration of the vehicle body, Wheel unloading rate refers to the wheel unloading rate, Derailment coefficient refers to the derailment coefficient, Sperling refers to Sperling, Wheel-raillateralforce refers to the wheel-rail lateral force, P 11 ~P 51 Represent the coefficients of the fitting expressions between the five indicators and DIC, P 12 ~P 52 They represent the intercepts of the fitting expressions between the five indices and DIC;

[0071] The driving speed was introduced to conduct regression analysis on the parameters of the linear regression model of the driving performance index on the DIC-shock bridge, and the quantitative relationship between the fitting parameters of different dynamic performance indexes and the driving speed was obtained. In the linear regression model of the lateral acceleration, the coefficient P 11 and intercept P 12 There is a significant nonlinear correlation between the vehicle speed and the vehicle speed, and the correlation coefficient R 2 are all close to 1. 11 、P 12 The relationship between the speed and the vehicle speed can be simulated by quadratic polynomials. Similar conclusions can be drawn for other post-vibration axle vehicle performance indicators.

[0072] S4: Determine the safety evaluation criteria for driving on the bridge after the earthquake, obtain the driving performance target on the bridge after the earthquake and the driving speed threshold on the bridge after the earthquake that meets the driving performance target on the bridge after the earthquake;

[0073] According to the "High-Speed ​​Railway Design Code" (TB10621-2014): In addition to static analysis, bridge design should also conduct a train-bridge coupling dynamic response analysis based on actual operating trains and comply with the regulations shown in the following table.

[0074] Table 1 Dynamic response index limits when trains pass through bridges in my country

[0075]

[0076] The method for determining the safety evaluation criteria for driving on the bridge after an earthquake and obtaining the performance target for driving on the bridge after an earthquake is as follows:

[0077] According to the core mission of the "golden 72 hours" post-earthquake rescue, the main demand for the high-speed rail network is to quickly complete the task of transporting rescue supplies and rescue personnel and other resources. How to maximize the efficiency of post-earthquake emergency rescue is of great significance. Based on the above analysis, the performance objectives of post-earthquake bridge driving can be divided into:

[0078] (1) Safety objective: The high survival rate during the “golden 72 hours” of post-earthquake rescue is due to the fact that 72 hours is the limit of the human body’s ability to sustain water deprivation. To ensure the survival rate of the rescued trapped people, the rescue supplies needed for survival must be transported to the disaster site as quickly as possible. Therefore, the driving safety index is selected as the performance control objective for post-earthquake material transportation.

[0079] Taking a speed of 300 km / h as an example, the post-earthquake bridge performance indicators for three bridge types were calculated using the train-track-bridge system model. These indicators were compared with the post-earthquake bridge performance indicators obtained using Equations 3) and 4). The results are shown in Table 2. It can be seen that the practical calculation method for post-earthquake bridge performance indicators agrees well with the results calculated using the train-track-bridge system model, with a slightly conservative bias. This demonstrates the effectiveness of the post-earthquake bridge performance target calculation method.

[0080] Table 2 Comparison of the numerical calculation results in this paper with the results of the coupled static and dynamic models ([Numerical calculation results])

[0081]

[0082] The calculation method of the vehicle speed threshold on the bridge after the earthquake is as follows:

[0083] Based on Equation 4), the quantitative relationship between the fitting parameters of different dynamic performance indicators and the driving speed, as well as the dynamic response indicator limit when the train passes through the bridge, the following expression is obtained:

[0084]

[0085] Solve Equation 5) to obtain the post-earthquake on-bridge speed threshold based on safety and comfort objectives;

[0086] The calculation formula of the vehicle speed threshold V1 on the bridge after the earthquake based on the safety target is as follows:

[0087]

[0088] The calculation formula of the driving speed threshold V2 on the axle after the earthquake based on the comfort target is as follows:

[0089]

[0090] Substituting Equation 3) into Equation 6) and Equation 7) yields:

[0091]

[0092] S5: Draw a threshold curve for vehicle speed on the bridge after the earthquake, divide the bridge into safe and dangerous areas after the earthquake, and obtain the post-earthquake traffic capacity of the high-speed railway bridge.

[0093] like Figure 2 and3 As shown in Figure 1, Equations 10 and 11 were used to calculate the threshold curve for post-earthquake bridge driving speed. The threshold curves were then used to demarcate the safe and dangerous driving zones on the bridge. This indicates that the post-earthquake bridge driving performance evaluation criteria based on comfort objectives have stricter speed control. Based on the train-track-bridge system model, post-earthquake bridge driving performance indicators were calculated for three types of bridges under different speed conditions, and the results are plotted in the figure.

[0094] The scattered points that meet the post-earthquake driving performance target on the bridge are all located in the driving safety zone, and the scattered points that do not meet the post-earthquake driving performance target on the bridge are all located in the driving danger zone, which demonstrates the effectiveness of the post-earthquake driving performance evaluation criteria proposed in this embodiment. At the same time, the calculation method is simple and convenient, easy to calculate manually, and suitable for engineering applications.

[0095] This embodiment also includes a readable storage medium having computer program instructions stored thereon. When the computer program instructions are executed by a processor, the above-mentioned method for evaluating the post-earthquake capacity of a high-speed railway bridge is implemented.

[0096] Exemplarily, the computer program may be divided into one or more modules / units, which are stored in the memory and executed by the processor to implement the present invention. The one or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program in the electronic device.

[0097] This embodiment also includes an electronic device, including: at least one processor, at least one memory, and computer program instructions stored in the memory. When the computer program instructions are executed by the processor, the above-mentioned method for evaluating the post-earthquake capacity of a high-speed railway bridge is performed.

[0098] The electronic device may be a computing device such as a mobile phone, desktop computer, laptop, PDA, or cloud server. The electronic device may include, but is not limited to, a processor and memory. For example, the electronic device may also include input / output devices, network access devices, buses, etc.

[0099] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A method for evaluating the post-earthquake traffic capacity of high-speed railway bridges, characterized in that: The steps include: S1: Establish high-speed railway subgrade-track-bridge system model and train-track-bridge system model; S2: Calculate post-earthquake track irregularity using the roadbed-track-bridge system model, and establish a post-earthquake track irregularity fitting mathematical model and post-earthquake track smoothness quantitative indicators; S3: Using the train-track-bridge system model, the post-earthquake on-bridge driving performance indicators are rapidly calculated to obtain the quantitative relationship between the fitting parameters of different dynamic performance indicators and driving speed; S4: Determine the safety evaluation criteria for driving on the bridge after the earthquake, obtain the driving performance target on the bridge after the earthquake and the driving speed threshold on the bridge after the earthquake that meets the driving performance target on the bridge after the earthquake; S5: Draw a threshold curve for vehicle speed on the bridge after the earthquake, divide the bridge into safe and dangerous areas after the earthquake, and obtain the post-earthquake traffic capacity of the high-speed railway bridge.

2. The method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge according to claim 1, characterized in that: The S2 includes: The first-order variation rate of track irregularity (DIC) was selected as the quantitative index of track smoothness after the earthquake. Comprehensively considering the influence of parameters including fault distance, site conditions and earthquake intensity, a mathematical model for post-earthquake track irregularity fitting corresponding to various levels of seismic fortification intensity is established; Mathematical Model I F It is constructed using the sine function and the expression is as follows: Where: c is the shape correction coefficient; A represents the amplitude of the design post-earthquake track irregularity; x represents the mileage position; L1 represents the half wavelength of the sine function; A=C1T+C2 2); Where T is the first-order lateral natural vibration period of the high-speed railway track-bridge system; C1 and C2 are the fitting coefficients of the linear function; Combining equations 1) and 2), the expression for DIC is as follows:

3. The method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge according to claim 2, characterized in that: The S3 includes: The train-track-bridge system model is used to calculate the driving performance index under the influence of earthquake-induced track irregularities, and the driving performance index on the bridge at different driving speeds is obtained. A linear regression analysis was conducted on the bridge driving performance indicators and DIC, and a linear regression model of DIC-post-earthquake bridge driving performance indicators with a 95% assurance rate was obtained. The expression is as follows: Lateral acceleration refers to the lateral acceleration of the vehicle body, Wheel unloading rate refers to the wheel unloading rate, Derailment coefficient refers to the derailment coefficient, Sperling refers to Sperling, Wheel-raillateralforce refers to the wheel-rail lateral force, P 11 ~P 51 Represent the coefficients of the fitting expressions between the five indicators and DIC, P 12 ~P 52 They represent the intercepts of the fitting expressions between the five indices and DIC; The driving speed was introduced to conduct regression analysis on the parameters of the linear regression model of the driving performance indicators on the DIC-post-seismic bridge, and the quantitative relationship between the fitting parameters of different dynamic performance indicators and the driving speed was obtained.

4. The method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge according to claim 3 is characterized in that: The method for determining the safety evaluation criteria for driving on the bridge after an earthquake and obtaining the performance target for driving on the bridge after an earthquake is as follows: Based on the survival rate data, the core emergency rescue tasks within the golden 72 hours of post-earthquake rescue were determined, and the post-earthquake on-bridge driving performance targets were divided into the following categories: Safety target: Select driving safety index as the performance control target for post-earthquake material transportation; Comfort target: Driving stability index is selected as the performance control target for post-earthquake personnel transportation.

5. The method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge according to claim 4, characterized in that: The calculation method of the vehicle speed threshold on the bridge after the earthquake is as follows: Based on Equation 4), the quantitative relationship between the fitting parameters of different dynamic performance indicators and the driving speed, as well as the dynamic response indicator limit when the train passes through the bridge, the following expression is obtained: Solve Equation 5) to obtain the post-earthquake on-bridge speed threshold based on safety and comfort objectives; The calculation formula of the vehicle speed threshold V1 on the bridge after the earthquake based on the safety target is as follows: The calculation formula of the driving speed threshold V2 on the axle after the earthquake based on the comfort target is as follows: Substituting Equation 3) into Equation 6) and Equation 7) yields:

6. A readable storage medium, characterized in that: Computer program instructions are stored thereon, and when the computer program instructions are executed by a processor, the method for evaluating the post-earthquake traffic capacity of a high-speed railway bridge as described in any one of claims 1 to 5 is implemented.

7. An electronic device, characterized in that: include: At least one processor, at least one memory and computer program instructions stored in the memory, when the computer program instructions are executed by the processor, the method for assessing the post-earthquake capacity of a high-speed railway bridge as described in any one of claims 1 to 5.

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