Integration of bio-inspired limb-like structure damping into motor suspension of high-speed trains to enhance bogie hunting stability

Hunting stability is an important performance criterion in railway vehicles.This study proposes an incorporation of a bio-inspired limb-like structure(LLS)-based nonlinear damping into the motor suspension system for traction units to improve the nonlinear critical speed and hunting stability of high-speed trains(HSTs).Initially,a vibration transmission analysis is conducted on a HST vehicle and a metro vehicle that suffered from hunting motion to explore the effect of different motor suspension systems from on-track tests.Subsequently,a simplified lateral dynamics model of an HST bogie is established to investigate the influence of the motor suspension on the bogie hunting behavior.The bifurcation analysis is applied to optimize the motor suspension parameters for high critical speed.Then,the nonlinear damping of the bio-inspired LLS,which has a positive correlation with the relative displacement,can further improve the modal damping of hunting motion and nonlinear critical speed compared with the linear motor suspension system.Furthermore,a comprehensive numerical model of a high-speed train,considering all nonlinearities,is established to investigate the influence of different types of motor suspension.The simulation results are well consistent with the theoretical analysis.The benefits of employing nonlinear damping of the bio-inspired LLS into the motor suspension of HSTs to enhance bogie hunting stability are thoroughly validated.

Theory and practice for assessing structural integrity and dynamical integrity of high-speed trains

Purpose–The safety and reliability of high-speed trains rely on the structural integrity of their components and the dynamic performance of the entire vehicle system.This paper aims to define and substantiate the assessment of the structural integrity and dynamical integrity of high-speed trains in both theory and practice.The key principles and approacheswill be proposed,and their applications to high-speed trains in Chinawill be presented.Design/methodology/approach–First,the structural integrity and dynamical integrity of high-speed trains are defined,and their relationship is introduced.Then,the principles for assessing the structural integrity of structural and dynamical components are presented and practical examples of gearboxes and dampers are provided.Finally,the principles and approaches for assessing the dynamical integrity of highspeed trains are presented and a novel operational assessment method is further presented.Findings–Vehicle system dynamics is the core of the proposed framework that provides the loads and vibrations on train components and the dynamic performance of the entire vehicle system.For assessing the structural integrity of structural components,an open-loop analysis considering both normal and abnormal vehicle conditions is needed.For assessing the structural integrity of dynamical components,a closed-loop analysis involving the influence of wear and degradation on vehicle system dynamics is needed.The analysis of vehicle system dynamics should follow the principles of complete objects,conditions and indices.Numerical,experimental and operational approaches should be combined to achieve effective assessments.Originality/value–The practical applications demonstrate that assessing the structural integrity and dynamical integrity of high-speed trains can support better control of critical defects,better lifespan management of train components and better maintenance decision-making for high-speed trains.

RESEARCH ON ABRASION OF DEBRIS FLOW TO HIGH-SPEED DRAINAGE STRUCTURE

As one weak topic in research of debris flow,abrasion of debris flow shortens obviously application life of control structure composed of concrete.High_speed drainage structure,one of the most effective techniques to control giant debris flow disaster,has shortened one_third application life due to abrasion by debris flow.Based on velocity calculation method founded by two_phase theory,research of abrasion mechanism of debris flow to high_speed drainage structure was made.The mechanism includes both abrasion mechanism of homogeneous sizing and shearing mechanism of particle of debris flow to high_speed drainage trough structure.Further abrasion equations of both sizing and particle were established by Newton movement theory of debris flow.And abrasion amount formula of the high_speed drainage trough structure is set up by dimensional analysis.Amount to calculating in the formula is consistent with testing data in_situ,which is valuable in design of high_speed drainage structure.

Flow structure around high-speed train in open air

According to the analysis of the turbulent intensity level around the high-speed train, the maximum turbulent intensity ranges from 0.2 to 0.5 which belongs to high turbulent flow. The flow field distribution law was studied and eight types of flow regions were proposed. They are high pressure with air stagnant region, pressure decreasing with air accelerating region, low pressure with high air flow velocity region I, turbulent region, steady flow region, low pressure with high air flow velocity region II,pressure increasing with air decelerating region and wake region. The analysis of the vortex structure around the train shows that the vortex is mainly induced by structures with complex mutation and large curvature change. The head and rear of train, the underbody structure, the carriage connection section and the wake region are the main vortex generating sources while the train body with even cross-section has rare vortexes. The wake structure development law studied lays foundation for the train drag reduction.

Characteristics of viscous debris flow in a drainage channel with an energy dissipation structure

A new type of drainage channel with an energy dissipation structure has been proposed based on previous engineering experiences and practical requirements for hazard mitigation in earthquakeaffected areas.Experimental studies were performed to determine the characteristics of viscous debris flow in a drainage channel of this type with a slope of 15%.The velocity and depth of the viscous debris flow were measured,processed,and subsequently used to characterize the viscous debris flow in the drainage channel.Observations of this experiment showed that the surface of the viscous debris flow in a smooth drainage channel was smoother than that of a similar debris flow passing through the energy dissipation section in a channel of the new type studied here.However,the flow patterns in the two types of channels were similar at other points.These experimental results show that the depth of the viscous debris flow downstream of the energy dissipation structure increased gradually with the length of the energy dissipation structure.In addition,in the smooth channel,the viscous debris-flow velocity downstream of the energy dissipation structure decreased gradually with the length of the energy dissipation structure.Furthermore,theviscous debris-flow depth and velocity were slightly affected by variations in the width of the energy dissipation structure when the channel slope was 15%.Finally,the energy dissipation ratio increased gradually as the length and width of the energy dissipation structure increased;the maximum energy dissipation ratio observed was 62.9%(where B = 0.6m and L/w = 6.0).

Study of the Optimization and Adjustment ofthe IndustrialStructure Subjected to Water Resource in the Drainage Area of the Yellow River

Since the 1990s, the Yellow River stream has been temporarily interrupted for several years, which affects the development of society, the economy and human life, limits the economic potential of the drainage areas, and especially causes great harm to regions on the lower reaches. Based on the analysis of the relationship between the development of society and economy and water scarcity, the author thinks it is necessary to optimize and adjust the industrial structure that has extravagantly consumed enormous amounts of water, and to develop ecological agriculture, industry and tourism which are balanced with the ecological environment. Finally, the author puts forward several pieces of advice and countermeasures about how to build the economic systems by which water can be used economically.

Evaluation and optimization analysis of high-speed rail network structure in Northeast China under the background of northeast revitalization

The construction of high-speed rail(HSR)network has promoted the social-economic ties of cities,accelerated the compression of time and space,and changed the pattern of regional development.In this paper,with the adoption of the operation frequency data of HSR from 12306 website,and based on the HSR connection strength model and social network analysis model,as well as according to the HSR connection strength,HSR network density,centrality,agglomeration subgroup,and other indicators,we analyzed the characteristics of HSR network structure in Northeast China.Results show that the number of HSR cities in Northeast China is small,cities in HSR network generally exhibit weak connectivity,and the existence of HSR network marginalizes cities such as Ulanhot,Baicheng,and Songyuan,which significantly reduce the overall network connectivity of Northeast China.The overall centrality of HSR network in Northeast China is characterized by“one axis,four edges”;specifically,the one axis is located in Harbin-Dalian transportation line and the four edges are located on both sides of the main axis of Harbin-Dalian transportation line.Eight agglomeration subgroups(four double city subgroups and four multi city subgroups)have formed in Northeast China.The core status of Shenyang in HSR network is improved significantly,and“one axis and two wings”HSR network in Liaoning Province is improved significantly.With the gradual expansion of Chaoyang-Fuxin,Dandong-Benxi,and Jilin-Yanji branch networks,the“point axis”HSR network mode in Northeast China has gradually developed and matured.In the future,it is recommended to rely on eight agglomerating subgroups to encrypt HSR network structure,create secondary node central cities,and gradually build a new pattern of opening up in Northeast China.

Influence of Random Track Irregularities on Dynamic Response of Bridge/Track Structure/High-Speed Train Systems

Random vertical track irregularities are one of essential vibration sources in bridge, track structure and high-speed train systems. The common model of such irregularities is a stationary and ergodic Gaussian process. The study presents the results of numerical dynamic analysis of advanced virtual models of composite BTT （bridge/ballasted track structure/high-speed train） systems. The analysis has been conducted for a series of types of single-span simply-supported railway composite （steel-concrete） bridges, with a symmetric platform, located on lines with ballasted track structure adapted for high-speed trains. The bridges are designed according to Polish bridge standards. A new methodology of numerical modeling and simulation of dynamic processes in BTT systems has been applied. The methodology takes into consideration viscoelastic suspensions of rail-vehicles, nonlinear Hertz wheel-rail contact stiffness and one-side wheel-rail contact, physically nonlinear elastic-damping properties of the track structure, random vertical track irregularities, approach slabs and other features. Computer algorithms of FE （finite element） modeling and simulation were programmed in Delphi. Both static and dynamic numerical investigations of the bridges forming the series of types have been carried out. It has been proved that in the case of common structural solutions of bridges and ballasted track structures, it is necessary to put certain limitations on operating speeds, macadam ballast and vertical track roughness.

A full-section asphalt concrete waterproof sealing structure for the high-speed railway subgrade

Purpose–This study aims to investigate the service performances of a new full-section asphalt concrete waterproof sealing structure(FSACWSS)for the high-speed railway subgrade through on-site tracking,monitoring and post-construction investigation.Design/methodology/approach–Based on the working state of the waterproof sealing structure,the main functional characteristics were analyzed,and a kind of roller-compacted high elastic modulus asphalt concrete(HEMAC)was designed and evaluated by several groups of laboratory tests.It is applied to an engineering test section,and the long-term performance monitoring and subgrade dynamic performance testing system were installed to track and monitor working performances of the test section and the adjacent contrast section with fiber-reinforced concrete.Findings–Results show that both the dynamic performance of the track structure and the subgrade in the test section meet the requirements of the specification limits.The water content in the subgrade of the test section is maintained at 8–18%,which is less affected by the weather.However,the water content in the subgrade bed of the contrast section is 10–35%,which fluctuates significantly with the weather.The heat absorption effect of asphalt concrete in the test section makes the temperature of the subgrade at the shoulder larger than that in the contrastive section.The monitoring value of the subgrade vertical deformation in the test section is slightly larger than that in the contrastive section,but all of them meet the limit requirements.The asphalt concrete in the test section is in good contact with the base,and there are no diseases such as looseness or spalling.Only a number of cracks are found at the joints of the base plates.However,there are more longitudinal and lateral cracks in the contrastive section,which seriously affects the waterproof and sealing effects.Besides,the asphalt concrete is easier to repair,featuring good maintainability.Originality/value–This research can provide a basis for popularization and application of the asphalt concrete waterproof sealing structure in high-speed railways.

A new anchor-siphon drainage combined method used for slope stabilization

A new anchor-siphon drainage combined method used for slope stabilization is proposed in this paper.It includes an anchoring section and a siphon drainage section.The novelty of the anchor-siphon drainage combined method is the realization of the drainage and anchoring in the one inclined borehole.The engineering cost of drilling and the resulting disturbance to the slope is reduced.To validate the feasibility of the proposed method,a numerical method that combines the pore water pressure distribution after siphon drainage and the anchoring force of the anchoring section is used to evaluate the safety of the slope with the anchor-siphon drainage method.The proposed method was illustrated and validated with the Hongpu Village landslide,in Tonglu County,Zhejiang Province,in China.Compared with the common anchor bar with the same length in the anchoring section,the factor of safety(FOS)for Hongpu Village slope with anchorsiphon drainage is increased by 0.085.The calculation method of the optimal length ratio between the drainage section and the anchoring section and its influencing factors were studied.For the different design parameters,there is always an optimal length ratio of the drainage section.Compared with the siphon drainage and full-length anchor bar with the same borehole length,the anchor-siphon drainage combined method shows better landslide prevention ability.Moreover,when the optimized parameters with a bond strength of 560kPa,a borehole inclination of 35°,and no reduction in length are used,the calculated safety factor is 1.316,which is significantly higher than the FOS of 1.131 for the slope with siphon drainage.

Structural analysis and design of frost resistance function for subgrade of high-speed railway ballasted track in cold regions

According to the technical characteristics of short fixed wheelbase of a high-speed carriage, a subgrade-track integrated space mechanical response analysis model is proposed for trains under the action ofbiaxial load after the comparison of the stress distribution characteristics of the ballast track subgrade bed structures for high-speed railway under the action of uniaxial load and biaxial load. The loading threshold value （high-cycle long-term dynamic strength） under the circum- stance where the cumulative deformation of subgrade structure gradually develops and finally reaches the convergent state, and its relationship with the foundation coefficient K30 were deduced, based on the characteristics of cumulative defor- mation evolution obtained from the unit structure filling model test under the action of cyclic loading. In view of structure stability and frost resistance requirements of the railway subgrade in cold regions, technical conditions to maintain good service performance of subgrade structure of high-speed railway ballasted track are discussed and analyzed. Study results show that the additive effect manifests itself obviously for railway train bogies under the action of biaxial load than uni- axial load, which has a significant dynamic effect on the subgrade bed bottom and a slight effect on the surface layer. Thus, the adoption of a biaxial load model in the design of a high-speed railway subgrade accurately reflects the vehicle load. Pursuant to the structure design principle, the design method of the subgrade structure of high-speed railway ballasted track is proposed to meet the technical requirements such as structural strength, bearing stiffness and high-cyclic and long-term stability. Technical indicators are obtained for the variation of thickness of the surface layer of reinforced sub- grade bed in the double-layer subgrade mode along with the change of K30 at the subgrade bed bottom. The double-layer structure mode of ＂closure on the upper layer and drainage on the lower layer＂ was proposed in order to meet the water- proofing and drainage requirements of the upper layer of the subgrade bed in cold regions. A dense-framework graded gravel filler with weak water permeability at a coefficient of 10 4 cm/s is used on the upper layer and the void-framework graded gravel filler at the water permeability coefficient of 10 2 cm/s is adopted on the lower layer.

Influence of ground effect on flow field structure and aerodynamic noise of high-speed trains

The simulation of the ground effect has always been a technical difficulty in wind tunnel tests of high-speed trains.In this paper,large eddy simulation and the curl acoustic integral equation were used to simulate the flow-acoustic field results of high-speed trains under four ground simulation systems(GSSs):“moving ground+rotating wheel”,“stationary ground+rotating wheel”,“moving ground+stationary wheel”,and“stationary ground+stationary wheel”.By comparing the fluid-acoustic field results of the four GSSs,the influence laws of different GSSs on the flow field structure,aero-acoustic source,and far-field radiation noise characteristics were investigated,providing guidance for the acoustic wind tunnel testing of high-speed trains.The calculation results of the aerodynamic noise of a 350 km/h high-speed train show that the moving ground and rotating wheel affect mainly the aero-acoustic performance under the train bottom.The influence of the rotating wheel on the equivalent sound source power of the whole vehicle was not more than 5%,but that of the moving ground slip was more than 15%.The average influence of the rotating wheel on the sound pressure level radiated by the whole vehicle was 0.3 dBA,while that of the moving ground was 1.8 dBA.

Structural Design of Roadbed and Pavement in Transition Section of Roads and Bridges

As the lifeline of social development,road and bridge projects are the main channel to realize resource transportation and economic circulation.Ensuring the quality of road and bridge project construction is crucial for the development of society,the economy,and people’s livelihoods.This paper studies the design of roadbed pavement structures in road and bridge transition sections.It aims to provide technical references and significance for China’s road and bridge engineering design and construction units,promoting scientific and standardized design in these actions.This will contribute to the safety and stable operation of road and bridge projects,offering effective technical support.Furthermore,it seeks to foster the sustainable and healthy development of China’s road and bridge engineering on a macro level.

Three-dimensional Evolutionary Models of the Qiongxi Structures,Southwestern Sichuan Basin,China:Evidence from Seismic Interpretation and Geomorphology

Fold terminations are key features in the study of compressional fault-related folds. Such terminations could be due to loss of displacement on the thrust fault or/and forming a lateral or oblique ramp. Thus, high-quality seismic data would help unambiguously define which mechanism should be responsible for the termination of a given fault-related fold. The Qiongxi and Qiongxinan structures in the Sichuan Basin, China are examples of natural fault-propagation folds that possess a northern termination and a structural saddle between them. The folds/fault geometry and along-strike displacement variations are constrained by the industry 3-D seismic volume. We interpret that the plunge of the fold near the northern termination and the structural saddle are due to the loss of displacement along strike. The fault geometry associated with the northern termination changes from a flat-ramp at the crest of the Qiongxinan structure, where displacement is the greatest, to simply a ramp near the northern tip of the Qiongxi structure, without forming a lateral or oblique ramp. In this study, we also use the drainage pattern, embryonic structure preserved in the crest of the Qiongxinan structure and the assumption that displacement along a fault is proportional to the duration of thrusting to propose a model for the lateral propagation of the Qiongxinan and Qiongxi structures. Specifically, we suggest that the structure first initiated as an isolated fault ramp within brittle units. With increased shortening, the fault grows to link with lower detachments in weaker shale units to create a hybridized fault-propagation fold. Our model suggests a possible explanation for the lateral propagation history of the Qiongxinan and Qiongxi structures, and also provides an alternative approach to confirming the activity of the previous Pingluoba structure in the southwestern Sichuan Basin in the late Cenozoic.

Dynamic behavior of new cutting subgrade structure of expensive soil under train loads coupling with service environment

Expansive soil is sensitive to dry and wet environment change. And the volume deformation and inflation pressure of expansive soil may induce to cause the deformation failure of roadbed or many other adverse effects. Aimed at a high-speed railway engineering practice in the newly built Yun-Gui high-speed railway expansive soil section in China, indoor vibration test on a full-scaled new cutting subgrade model is carried out. Based on the established track-subgrade-foundation of expansive soil system dynamic model test platform, dynamic behavior of new cutting subgrade structure under train loads coupling with extreme service environment(dry, raining, and groundwater level rising) is analyzed comparatively. The results show that the subgrade dynamic response is significantly influenced by service conditions and the dynamic response of subgrade gradually becomes stable with the increasing vibration times under various service environment conditions. The vertical dynamic soil stress is related with the depth in an approximate exponential function, and the curves of vertical dynamic soil stress present a "Z" shape distribution along transverse distance. The peak value of dynamic soil stress appears below the rail, and it increases more obviously near the roadbed surface. However, the peak value of dynamic soil stress is little affected outside 5.0 m of center line. The vibration velocity and acceleration are in a quadratic curve with an increase in depth, and the raining and groundwater level rising increase both the vibration velocity and the acceleration. The vertical deformations at different depths are differently affected by service environment in roadbed. The deformation of roadbed increases sharply when the water gets in the foundation of expansive soil, and more than 60% of the total deformation of roadbed occurs in expansive soil foundation. The laid waterproofing and drainage structure layer, which weakens the dynamic stress and improves the track regularity, presents a positive effect on the control deformation of roadbed surface. An improved empirical formula is then proposed to predict the dynamic stress of ballasted tracks subgrade of expansive soil.

Aerodynamic noise characteristics of high-speed train foremost bogie section

This paper investigates the main scale analysis of the aerodynamic noise in the foremost bogie area by the large-eddy simulation(LES)and the Ffowcs Williams-Hawkings(FW-H)analogy.The mechanism of the aerodynamic noise in this area has been excavated.The aerodynamic excitation results show that the bogie divides the bogie compartment into two cavities,each of which contains a large circulating flow and presents multi-peak characteristics in the frequency domain.The far-field noise results suggest that in the speed range of 200−350 km/h,the aerodynamic noise mechanism in the bogie area is the same.Cavity noise is the main noise mechanism in the foremost bogie area,and the bogie divides the bogie cabin into two cavities,thereby changing the aerodynamic noise in this area.

Developments and Prospects of Long-Span High-Speed Railway Bridge Technologies in China

With the rapid developments of the high-speed railway in China, a great number of long-span bridges have been constructed in order to cross rivers and gorges. At present, the longest main span of a constructed high-speed railway bridge is only 630 m. The main span of Hutong Yangtze River Bridge and of Wufengshan Yangtze River Bridge, which are under construction, will be much longer, at 1092 m each. In order to overcome the technical issues that originate from the extremely large dead loading and the relatively small structural stiffness of long-span high-speed railway bridges, many new technologies in bridge construction, design, materials, and so forth have been developed. This paper carefully reviews progress in the construction technologies of multi-function combined bridges in China, including com- bined highway and railway bridges and multi-track railway bridges. Innovations and practices regarding new types of bridge and composite bridge structures, such as bridges with three cable planes and three main trusses, inclined main trusses, slab-truss composite sections, and steel-concrete composite sections, are introduced. In addition, investigations into high-performance materials and integral fabrication and erection techniques for long-span railway bridges are summarized. At the end of the paper, prospects for the future development of long-span high-speed railwav bridges are provided.

Prediction of coal structure using particle size characteristics of coalbed methane well cuttings

Severely deformed coal seams barely deliver satisfactory gas production. This research was undertaken to develop a new method to predict the positions of deformed coals for a horizontal CBM well. Firstly, the drilling cuttings of different structure coals were collected from a coal mine and compared. In light of the varying cuttings characteristics for different structure coals, the coal structure of the horizontally drilled coal seam was predicted. And the feasibility of this prediction method was discussed. The result shows that exogenetic fractures have an important influence on the deformation of coal seams. The hardness coefficient of coal decreases with the deformation degree in the order of primary structural, cataclastic and fragmented coal. And the expanding-ratio of gas drainage holes and the average particle size of cuttings increase with the increase of the deformation degree. The particle size distribution of coal cuttings for the three types of coals is distinctive from each other. Based on the particle size distribution of cuttings from X-2 well in a coal seam, six sections of fragmented coal which are unsuitable for perforating are predicted. This method may benefit the optimization of perforation and fracturing of a horizontal CBM well in the study area.

16s rDNA based microbial diversity analysis of eleven acid mine drainages obtained from three Chinese copper mines

Eleven acid mine drainage （AMD） samples were obtained from southeast of China for the analysis of the microbial communities diversity, and the relationship with geochemical variables and spatial distance by using a culture-independent 16S rDNA gene phylogenetic analysis approach and multivariate analysis respectively. The principle component analysis （PCA） of geochemical variables shows that eleven AMDs can be clustered into two groups, relative high and low metal rich （RHMR and RLMR） AMDs. Total 1691 clone sequences are obtained and the detrended correspondence analysis （DCA） of operational taxonomic units （OTUs） shows that, ~,-Proteobacteria, Acidobacteria, Actinobacteria, Cyanobacteria, Firmicutes and Nitrospirae are dominant species in RHMR AMDs. In contrast, a-Proteobacteria, fl-Proteobacteria, Planctomycetes and Bacteriodetes are dominant species in RLMR AMD. Results also show that high-abundance putative iron-oxidizing and only putative sulfur-oxidizing microorganisms are found in RHMR AMD. Multivariate analysis shows that both geochemical variables （r=0.429 3, P=-0.037 7） and spatial distance （r=0.321 3, P=-0.018 1） are significantly positively correlated with microbial community and pH, Mg, Fe, S, Cu and Ca are key geochemistry factors in shaping microbial community. Variance partitioning analysis shows that geochemical variables and spatial distance can explain most （92%） of the variation.

Running safety and seismic optimization of a fault-crossing simply-supported girder bridge for high-speed railways based on a train-track-bridge coupling system

Bridges crossing active faults are more likely to suffer serious damage or even collapse due to the wreck capabilities of near-fault pulses and surface ruptures under earthquakes.Taking a high-speed railway simply-supported girder bridge with eight spans crossing an active strike-slip fault as the research object,a refined coupling dynamic model of the high-speed train-CRTS III slab ballastless track-bridge system was established based on ABAQUS.The rationality of the established model was thoroughly discussed.The horizontal ground motions in a fault rupture zone were simulated and transient dynamic analyses of the high-speed train-track-bridge coupling system under 3-dimensional seismic excitations were subsequently performed.The safe running speed limits of a high-speed train under different earthquake levels(frequent occurrence,design and rare occurrence)were assessed based on wheel-rail dynamic(lateral wheel-rail force,derailment coefficient and wheel-load reduction rate)and rail deformation(rail dislocation,parallel turning angle and turning angle)indicators.Parameter optimization was then investigated in terms of the rail fastener stiffness and isolation layer friction coefficient.Results of the wheel-rail dynamic indicators demonstrate the safe running speed limits for the high-speed train to be approximately 200 km/h and 80 km/h under frequent and design earthquakes,while the train is unable to run safely under rare earthquakes.In addition,the rail deformations under frequent,design and rare earthquakes meet the safe running requirements of the high-speed train for the speeds of 250,100 and 50 km/h,respectively.The speed limits determined for the wheel-rail dynamic indicators are lower due to the complex coupling effect of the train-track-bridge system under track irregularity.The running safety of the train was improved by increasing the fastener stiffness and isolation layer friction coefficient.At the rail fastener lateral stiffness of 60 kN/mm and isolation layer friction coefficients of 0.9 and 0.8,respectively,the safe running speed limits of the high-speed train increased to 250 km/h and 100 km/h under frequent and design earthquakes,respectively.