Method, medium and device for evaluating post-earthquake traffic capacity of high-speed railway bridge

Abstract

The present application relates to the technical field of post-earthquake passing of track bridges, and particularly relates to a post-earthquake passing capacity evaluation method for high-speed railway bridges, a medium and equipment. The method comprises: establishing a high-speed railway roadbed-track-bridge system model and a train-track-bridge system model; using the roadbed-track-bridge system model to calculate post-earthquake track irregularities, and establishing a post-earthquake track irregularity fitting mathematical model and a post-earthquake track smoothness quantitative index; using the train-track-bridge system model to perform rapid calculation of post-earthquake bridge driving performance indexes, to obtain a quantitative relationship between different dynamic performance index fitting parameters and driving speed; determining a post-earthquake bridge driving safety evaluation criterion, to obtain a post-earthquake bridge driving speed threshold that meets a post-earthquake bridge driving performance target; dividing a post-earthquake bridge driving safety zone and a dangerous zone, to obtain a post-earthquake passing capacity of high-speed railway bridges. Through the method, the post-earthquake passing capacity evaluation method for high-speed railway bridges is simple in calculation form, easy to calculate by hand, has good engineering applicability, and the speed threshold calculation result has a reasonable safety margin.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of post-earthquake passing of railway bridges, and particularly relates to a post-earthquake passing capacity evaluation method for high-speed railway bridges, a medium and equipment. BACKGROUND

[0002] With the continuous breakthrough of the total mileage of high-speed railway lines, the construction of high-speed railways gradually extends to western regions and coastal high-intensity seismic areas, and the increasingly dense high-speed railway network inevitably approaches or crosses the seismic belt. Complex topography and geological conditions are the main reasons for the "bridge instead of road" of high-speed railway lines in China. The residual deformation and service performance degradation of bridges and substructure under the action of earthquakes will further cause track irregularities. Track smoothness is an important factor affecting the running speed of high-speed railways. There are many research results on track irregularities caused by factors such as foundation damage, temperature effect, and concrete shrinkage and creep, but the above research results cannot be directly applied to post-earthquake track irregularities with strong randomness. "Speed" is always the goal of railway development, and "safety" is the eternal theme of railway transportation. The basic research of track-bridge system aims to improve the operation efficiency and transportation safety of high-speed railway network.

[0003] In order to quickly and reasonably calculate the post-earthquake passing capacity of regional high-speed railway bridge groups, provide strong technical support for intelligent route selection of railway bridges in intensity seismic areas, development of post-earthquake emergency plan of high-speed railway bridge groups, and rapid recovery of post-earthquake driving function. A calculation method for quickly and accurately evaluating the post-earthquake passing capacity of high-speed railway bridges is urgently needed. SUMMARY

[0004] The present application aims to provide a calculation method for quickly and accurately evaluating the post-earthquake passing capacity of high-speed railway bridges, and the specific technical solutions are as follows:

[0005] A post-earthquake passing capacity evaluation method for high-speed railway bridges, comprising the following steps:

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

[0007] S2: calculating post-earthquake track irregularities using the subgrade-track-bridge system model, and establishing a post-earthquake track irregularity fitting mathematical model and a post-earthquake track smoothness quantification index;

[0008] S3: performing rapid calculation of post-earthquake bridge driving performance indicators using the train-track-bridge system model, and obtaining the quantitative relationship between different dynamic performance indicator fitting parameters and driving speed;

[0009] S4: determining post-earthquake bridge driving safety evaluation criteria, obtaining post-earthquake bridge driving performance targets and post-earthquake bridge driving speed threshold values meeting the post-earthquake bridge driving performance targets;

[0010] S5: drawing a post-earthquake bridge driving speed threshold curve, dividing a post-earthquake bridge driving safety zone and a post-earthquake bridge driving dangerous zone, and obtaining a post-earthquake bridge driving capacity of a high-speed railway bridge.

[0011] Preferably, the S2 comprises:

[0012] The first-order change rate DIC of track irregularity is selected as a post-earthquake track irregularity quantitative index;

[0013] The influence of parameters including fault distance, site condition and seismic intensity is comprehensively considered, and a post-earthquake track irregularity fitting mathematical model corresponding to each seismic fortification intensity is established;

[0014] Mathematical model I F The sine function is used to construct the expression as follows:

[0015]

[0016] In the formula, λ c is a 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] In the formula, T is the first-order lateral natural vibration period of the high-speed railway track-bridge system; C1 and C2 are fitting coefficients of the first-order function;

[0019] In combination with the formula 1) and the formula 2), the expression of DIC is as follows:

[0020]

[0021] Preferably, the S3 comprises:

[0022] The train-track-bridge system model is used to calculate the driving performance index under the action of the earthquake-induced track irregularity, and the bridge driving performance index under different driving speeds is obtained;

[0023] The linear regression analysis is performed on the bridge driving performance index and DIC, and the DIC-post-earthquake bridge driving performance index linear regression model with a 95% guarantee rate is obtained, and the expression is as follows:

[0024]

[0025] Lateral acceleration represents the lateral acceleration of the vehicle body, Wheel unloading rate represents the wheel load shedding rate, Derailment coefficient represents the derailment coefficient, Sperling represents Sperling, Wheel-rail lateral force represents the wheel-rail lateral force, P 11 ~ P 51 respectively represent the coefficients of the fitting expression between the five indicators and DIC, P 12 ~ P 52 respectively represent the intercepts of the fitting expression between the five indicators and DIC.

[0026] The parameters of the linear regression model of DIC-post-earthquake vehicle performance on the bridge are introduced to carry out regression analysis, and the quantitative relationship between the fitting parameters of different dynamic performance indicators and the driving speed is obtained.

[0027] Preferably, the method for determining the post-earthquake bridge driving safety evaluation criterion and obtaining the post-earthquake bridge driving performance target is as follows:

[0028] According to the survival rate data, the core task content of emergency rescue according to the golden 72 hours of post-earthquake rescue is determined, and the post-earthquake bridge driving performance target is divided as follows:

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

[0030] Comfort target: select the driving stability index as the post-earthquake personnel transportation performance control target.

[0031] Preferably, the calculation method of the post-earthquake bridge driving speed threshold is as follows:

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

[0033]

[0034] Solving formula 5) obtains the post-earthquake bridge driving speed threshold based on the safety target and the comfort target;

[0035] The post-earthquake bridge driving speed threshold V1 based on the safety target is calculated as follows:

[0036]

[0037] The post-earthquake bridge driving speed threshold V2 based on the comfort target is calculated as follows:

[0038]

[0039] Substituting formula 3) into formula 6) and formula 7) gives:

[0040]

[0041] The application further provides an electronic device comprising at least one processor, at least one memory, and computer program instructions stored in the memory, which, when executed by the processor, perform the method for evaluating post-earthquake traffic capacity of a high-speed railway bridge as described above.

[0042] The technical scheme of the application has the following beneficial effects:

[0043] A method for evaluating 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 irregularities by using the subgrade-track-bridge system model, and establishing a post-earthquake track irregularity fitting mathematical model and a post-earthquake track smoothness quantification index; S3, performing rapid calculation of post-earthquake bridge driving performance indexes by using the train-track-bridge system model, to obtain a quantitative relationship between different dynamic performance index fitting parameters 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 value meeting the post-earthquake bridge driving performance target; and S5, drawing a post-earthquake bridge driving speed threshold value curve, dividing a post-earthquake bridge driving safety zone and a dangerous zone, and obtaining the post-earthquake traffic capacity of the high-speed railway bridge. The method for evaluating post-earthquake traffic capacity of a high-speed railway bridge has the following advantages: the post-earthquake bridge driving performance index calculation is in good agreement with the calculation result of the train-track-bridge system model and is slightly conservative; the post-earthquake bridge driving performance target can be divided into a safety target and a comfort target according to the types of transportation disaster relief resources; the post-earthquake bridge driving performance evaluation criterion based on the comfort target has more stringent speed control; the method for evaluating post-earthquake traffic capacity of a high-speed railway bridge is simple in calculation form, easy to calculate by hand, and has good engineering applicability, thereby laying a good theoretical foundation for the development of an emergency plan after an earthquake and a performance-based seismic design method of a high-speed railway bridge; and the speed threshold value calculation result has a reasonable safety margin, thereby providing strong technical support for the development of an emergency plan after a group earthquake of a high-speed railway bridge and the rapid recovery of post-earthquake driving function.

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

[0045] The accompanying drawings, which form a part of this application, are included to provide a further understanding of the application, illustrate embodiments of the application and aid in explaining the application. In the drawings:

[0046] Figure 1 A flowchart of a post-earthquake passing capacity evaluation method for an embodiment of the present application;

[0047] Figure 2 A post-earthquake bridge driving performance evaluation criterion based on a safety target for an embodiment of the present application;

[0048] Figure 3 A post-earthquake bridge driving performance evaluation criterion based on a comfort target for an embodiment of the present application. DETAILED DESCRIPTION

[0049] Embodiments of the present application are described in detail below with reference to the accompanying drawings, but the present application can be implemented in various different ways as limited and covered by the claims.

[0050] In an embodiment, referring to Figure 1 A post-earthquake passing capacity evaluation method for a high-speed railway bridge includes the following steps:

[0051] S1: Establish a high-speed railway subgrade-track-bridge system model and a train-track-bridge system model; in this embodiment, a high-speed railway CRTS II type slab ballastless track is taken as an object, and a high-speed railway subgrade-track-bridge system simulation model is established. A 100m long track-subgrade section is established on both sides of the track-bridge system to eliminate the influence of the system boundary. The box girder is a standard simply supported girder with a length of 32.5m, and a single-box single-chamber section is adopted. Each span of the simply supported box girder is supported by a fixed support (1), a bidirectional sliding support (1), and a unidirectional sliding support (2) under the box girder, and the support specifications are 5000kN pot-type rubber supports. The height interval of the bridge pier is 3-20m, and the piers with a height of 14m and below are equal-section piers, and the piers with a height above 14m are variable-section piers with a slope of 1:45. The pile-soil interaction at the pier bottom is modeled by a spring, and the spring stiffness is calculated by the m method. Key components of the track system include fasteners, CA mortar layer, shear tooth groove, lateral stop block, end spike, friction plate, shear reinforcement, sliding layer, and hard foam, etc. The specific modeling parameters and the modeling process can be referred to the prior art.

[0052] To consider the randomness and universality of regional ground motion, the "M-R method" is adopted to select ground motion. According to the construction area of high-speed railway, the range of the selected earthquake magnitude M is 5-8; the range of the epicentral distance R is 0-100 km, because the 32m high-speed railway simply supported beam bridge is relatively weak to the influence of far-field earthquakes; in addition, considering that the pulse-type ground motion has a greater impact on the lateral seismic response of the bridge, PGV / PGA is taken as a supplementary measure to meet the widely covered ground motion. According to the above principles, 10 pulse-type ground motions and 15 non-pulse-type ground motions are selected from the PEER strong earthquake database. The acceleration uniform excitation method is used to apply seismic excitation. Under the frequent earthquake, the rails can basically maintain the initial flat state, and the train can run at the normal design speed, so this embodiment only considers two PGAs of 0.38g (design earthquake) and 0.6g (rare earthquake), which are realized by amplitude modulation of the peak value of the seismic wave, and finally a total of 50 ground motions are obtained.

[0053] Due to the constraint of the subgrade and the gravity self-resetting effect of the track structure, the longitudinal earthquake and the vertical earthquake have little influence on the post-earthquake residual deformation of the high-speed railway, so the input direction of the ground motion in this embodiment is the lateral direction. In order to simulate the free vibration of the structure after the earthquake stops, a zero-value section with a length of 15s is added at the end of the seismic acceleration to adjust.

[0054] S2: Calculate the post-earthquake track irregularity by using the subgrade-track-bridge system model, and establish a post-earthquake track irregularity fitting mathematical model and a post-earthquake track smoothness quantification index, which specifically includes:

[0055] The first-order change rate DIC of the track irregularity is selected as the post-earthquake track smoothness quantification index; the track is the running carrier of the high-speed train, and its smoothness directly affects the safety and comfort of the train operation. The first-order change rate of the track irregularity has a significant correlation with the post-earthquake bridge running performance index.

[0056] Considering the influence of parameters including fault distance, site condition and earthquake intensity, a post-earthquake track irregularity fitting mathematical model corresponding to each level of seismic fortification intensity is established;

[0057] Mathematical model I F A sinusoidal function is used to construct the expression as follows:

[0058]

[0059] In the formula: λ c is the shape correction coefficient; A represents the amplitude of the designed post-earthquake track irregularity; x represents the mileage position; L1 represents the half wavelength of the sinusoidal function; and 9 is taken as the longitudinal length of the specific structure 293.4m.

[0060] Through the model, the influence of fault distance, site condition and seismic intensity can be comprehensively considered, a fitting mathematical model of post-earthquake track irregularity for post-earthquake random structure design corresponding to each level of seismic fortification intensity is established, and the regional post-earthquake rapid traffic demand is realized.

[0061] A = C1T + C22)

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

[0063] In combination with formula 1) and formula 2), the expression of DIC is as follows:

[0064]

[0065] In this embodiment, the post-earthquake track irregularity of 50 seismic ground motions is calculated by using the subgrade-track-bridge system model. Under the lateral seismic action, the lateral residual displacement of the support causes the lateral displacement of the bridge and the track structure thereon, and a large post-earthquake lateral track irregularity is generated in the rail, with the maximum amplitude reaching 82.63 mm. In comparison, the post-earthquake track gauge, vertical irregularity and horizontal irregularity can be ignored. Therefore, only the post-earthquake lateral track irregularity is considered, and the influence of other track irregularities is ignored.

[0066] S3: The train-track-bridge system model is used to quickly calculate the post-earthquake bridge driving performance index, and the quantitative relationship between the fitting parameters of different dynamic performance indexes and the driving speed is obtained, which specifically includes:

[0067] The train-track-bridge system model is used to calculate the driving performance index under the action of the seismic track irregularity, and the bridge driving performance index under different driving speeds is obtained. In this embodiment, 1650 bridge driving performance indexes under different driving speeds are obtained, and linear regression analysis is carried out on the bridge driving performance index and DIC. Due to the limited space, only the linear regression analysis results at the driving speeds of 150, 250 and 350 km / h are shown.

[0068] The linear regression analysis is carried out on the bridge driving performance index and DIC, and the DIC-post-earthquake bridge driving performance index linear regression model with a guarantee rate of 95% is obtained, and the expression is as follows:

[0069]

[0070] Lateral acceleration represents the lateral acceleration of the vehicle body, Wheel unloading rate represents the wheel load shedding rate, Derailment coefficient represents the derailment coefficient, Sperling represents Sperling, Wheel-rail lateral force represents the wheel-rail lateral force, P 11 ~P 51 respectively represent the coefficients of the fitting expression between the five indicators and DIC, P 12 ~P 52 respectively represent the intercepts of the fitting expression between the five indicators and DIC.

[0071] The parameters of the linear regression model of DIC and post-earthquake bridge driving performance indicators are introduced to carry out regression analysis, and the quantitative relationship between the fitting parameters of different dynamic performance indicators and driving speed is obtained. In the linear regression model of lateral acceleration, the coefficient P 11 and the intercept P 12 have a significant non-linear correlation with the driving speed, and the correlation coefficient R 2 is close to 1. P 11 , P 12 and the driving speed can be simulated by a quadratic polynomial, and other post-earthquake bridge driving performance indicators have similar conclusions,

[0072] S4: Determine the post-earthquake bridge driving safety evaluation criteria to obtain the post-earthquake bridge driving performance target and the post-earthquake bridge driving speed threshold that meets the post-earthquake bridge driving performance target;

[0073] According to the "High-speed Railway Design Specification" (TB10621-2014): In addition to static analysis, bridge design should also perform train-bridge coupling dynamic response analysis according to actual operating trains, and meet the provisions shown in the following table.

[0074] Table 1 Dynamic response index limit value of train passing through bridge in China

[0075]

[0076] The method for determining the post-earthquake bridge driving safety evaluation criteria to obtain the post-earthquake bridge driving performance target is as follows:

[0077] According to the core task content of "golden 72 hours" emergency rescue after the earthquake, the main demand of high-speed railway network is to quickly complete the task of transporting rescue materials and rescue personnel resources, and how to maximize the efficiency of post-earthquake emergency rescue is of great significance. Based on the above analysis, the post-earthquake bridge driving performance target can be divided into:

[0078] (1) Safety target: The high survival rate in the "golden 72 hours" after the earthquake is because 72 hours is the limit of human body water shortage, in order to ensure the survival rate of the buried survivors, the rescue materials needed for survival must be transported to the disaster site at the fastest speed. Therefore, the driving safety index is selected as the performance control target of post-earthquake material transportation.

[0079] Taking the train speed of 300 km / h as an example, the post-earthquake driving performance index of the three types of bridges is calculated by using the train-track-bridge system model, and compared with the post-earthquake driving performance index obtained by formula 3) and formula 4). The comparison results are shown in Table 2. It can be seen that the practical calculation method of post-earthquake driving performance index is in good agreement with the calculation results of train-track-bridge system model and slightly conservative, which demonstrates the effectiveness of the calculation of post-earthquake driving performance target.

[0080] Table 2 Comparison of numerical calculation results and coupled static and dynamic model results ([numerical calculation results])

[0081]

[0082] The calculation method of the post-earthquake driving speed threshold of the bridge is as follows:

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

[0084]

[0085] Solving formula 5) obtains the post-earthquake driving speed threshold of the bridge based on the safety target and the comfort target;

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

[0087]

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

[0089]

[0090] Substituting formula 3) into formula 6) and formula 7) gives:

[0091]

[0092] S5: Draw the post-earthquake driving speed threshold curve, divide the safe and dangerous zones of post-earthquake driving on the bridge, and obtain the post-earthquake traffic capacity of high-speed railway bridge.

[0093] As Figure 2 and3 As shown, the post-earthquake bridge driving speed threshold curve is calculated by using formula 10) and formula 11), and the post-earthquake bridge driving safety zone and dangerous zone are divided according to the threshold curve. It can be seen that the post-earthquake bridge driving performance evaluation criterion based on the comfort type target has more strict speed control. The post-earthquake bridge driving performance indexes under different speed conditions of three types of bridges are calculated based on the train-track-bridge system model, and the calculation results are scattered and plotted in the figure.

[0094] The scattered points meeting the post-earthquake bridge driving performance target are located in the driving safety zone, and the scattered points not meeting the post-earthquake bridge driving performance target are located in the driving dangerous zone, which demonstrates the effectiveness of the post-earthquake driving performance evaluation criterion proposed in the embodiment, and the calculation method is simple and convenient, easy to calculate by hand, and suitable for engineering application.

[0095] The embodiment also includes a readable storage medium having computer program instructions stored thereon, when the computer program instructions are executed by a processor, the high-speed railway bridge post-earthquake traffic capacity evaluation method as described above is realized.

[0096] For example, the computer program can be divided into one or more modules / units, which are stored in the memory and executed by the processor to complete the present application. The one or more modules / units can be a series of computer program instruction segments capable of completing a specific function, which are used to describe the execution process of the computer program in the electronic device.

[0097] The embodiment also includes an electronic device, which includes 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 high-speed railway bridge post-earthquake traffic capacity evaluation method as described above is realized.

[0098] The electronic device can be a mobile phone, a desktop computer, a notebook computer, a palm computer, a cloud server, and other computing devices. The electronic device can include, but is not limited to, a processor, a memory. For example, the electronic device can also include an input / output device, a network access device, a bus, etc.

[0099] The above only describes the preferred embodiments of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A method for assessing the post-earthquake traffic capacity of high-speed railway bridges, characterized in that, Includes the following steps: S1: Establish a high-speed railway roadbed-track-bridge system model and a train-track-bridge system model; S2: Calculate post-earthquake track irregularities using a roadbed-track-bridge system model, and establish a fitting mathematical model for post-earthquake track irregularities and a quantitative index for post-earthquake track smoothness. S3: Using a train-track-bridge system model, the post-earthquake performance index of the bridge is quickly calculated, and the quantitative relationship between the fitting parameters of different dynamic performance indices and the driving speed is obtained. S3 includes: The train-track-bridge system model was used to calculate the train performance index under the action of earthquake-induced track irregularities, and the train performance index on the bridge at different train speeds was obtained. Performance indicators of trains on the bridge and first-order rate of change of track irregularities DIC Linear regression analysis was conducted to obtain a linear regression model for the DIC-post-earthquake bridge driving performance index with a 95% guarantee rate. The expression is as follows: 4)； Lateral acceleration Indicates the lateral acceleration of the vehicle body. Wheel unloading rate Indicates the wheel load reduction rate. Derailment coefficient Indicates the derailment coefficient. Sperling Spelling ... Wheel-rail lateral force This represents the lateral force between the wheel and rail. P 11 ~ P 51 These represent the five indicators and DIC The coefficients of the fitted expression between them. P 12 ~ P 52 These represent the five indicators and DIC The intercept of the fitted expression between them; Introducing driving speed DIC - Regression analysis was conducted on the parameters of the linear regression model of the driving performance index on the bridge after the earthquake to obtain the quantitative relationship between the fitting parameters of different dynamic performance indices and the driving speed. S4: Determine the safety evaluation criteria for driving on bridges after the earthquake, obtain the performance targets for driving on bridges after the earthquake and the speed thresholds for driving on bridges after the earthquake to meet the performance targets for driving on bridges after the earthquake. S5: Plot the speed threshold curve of vehicles on the bridge after the earthquake, divide the safe zone and dangerous zone of vehicles on the bridge after the earthquake, and obtain the traffic capacity of the high-speed railway bridge after the earthquake.

2. The method for assessing the post-earthquake traffic capacity of high-speed railway bridges according to claim 1, characterized in that, S2 includes: Select the first-order rate of change of the traverse irregularity DIC As a quantitative indicator of post-earthquake track smoothness; Taking into account the influence of parameters including fault distance, site conditions and earthquake intensity, a mathematical model for fitting post-earthquake track irregularities of stochastic structural design corresponding to various seismic fortification intensities is established. Mathematical model It is constructed using a sine function, and the expression is as follows: 1)； In the formula: This is the shape correction factor; This indicates the magnitude of the post-earthquake track irregularity. Indicates mileage location; Represents the half-wavelength of a sine function; 2)； In the formula, It is the first-order lateral natural period of the high-speed railway track-bridge system; , The fitting coefficients of a linear function; Combining equations 1) and 2), we get The expression is as follows: 3)。 3. The method for assessing the post-earthquake traffic capacity of high-speed railway bridges according to claim 2, characterized in that, The method for determining the post-earthquake safety evaluation criteria for vehicles on bridges and obtaining the post-earthquake performance targets for vehicles on bridges is as follows: Based on survival rate data, and considering the core tasks of emergency rescue during the critical 72 hours of post-earthquake relief, the performance targets for vehicle traffic on bridges after an earthquake are divided as follows: Safety-related objectives: Selecting driving safety indicators as the control target for post-earthquake material transportation performance; Comfort-oriented objective: Selecting vehicle smoothness index as the control objective for post-earthquake personnel transportation performance.

4. The method for assessing the post-earthquake traffic capacity of high-speed railway bridges according to claim 3, characterized in that, The calculation method for the post-earthquake vehicle speed threshold on the bridge is as follows: Based on Equation 4), the quantitative relationship between fitting parameters of different dynamic performance indices and train speed, and the limit values ​​of dynamic response indices when trains pass over bridges, the following expression is obtained: 5)； Solving equation 5) yields the post-earthquake vehicle speed threshold on the bridge based on safety and comfort objectives; Post-earthquake vehicle speed threshold on bridges based on safety objectives The calculation formula is as follows: 6)； 7)； Post-earthquake vehicle speed threshold on bridges based on comfort objectives The calculation formula is as follows: 8)； Substituting equation 3) into equations 6) and 7), we get: 9)； 10）； 11)。 5. A readable storage medium, characterized in that, It stores computer program instructions, which, when executed by a processor, implement the method for assessing the post-earthquake traffic capacity of high-speed railway bridges as described in any one of claims 1 to 4.

6. An electronic device, characterized in that, include: The method comprises at least one processor, at least one memory, and computer program instructions stored in the memory, which, when executed by the processor, implement the method for assessing the post-earthquake traffic capacity of high-speed railway bridges as described in any one of claims 1 to 4.

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