## 6 Conclusions  
Dynamic response tests were conducted on bridges with high piers to investigate their dynamic characteristics and operating features of bridges with high piers under train loads. The joint simulation platform of SIMPACK and ANSYS is used as the research object of the HSR continuous beam bridge (\(60+100+100+60\) m). In this study, the coupled vibration response analysis model of the train-track-continuous beam bridge is established, the vibration response of a train passing through the bridge at 300 km/h is analyzed, and the influence of the train speed and pier height on the vibration response of the coupling system is further studied. The conclusions are as follows:  
1. In the measurement points of concrete slabs and decks, after the vehicle speed reaches 240 km/h, the acceleration response increases with the increase in vehicle speed, and there is a resonance phenomenon with a significant increase in response at the measurement point of the girder end cross-section, where the vehicle speed is about \begin{table}
\begin{tabular}{c c c c c c c c c c} \hline  & & & & \multicolumn{3}{c}{**Dynamic Response Indicators**} & \\ \multirow{2}{*}{**Case**} & \multirow{2}{*}{
\begin{tabular}{c} **Designment** \\ **(mm)** \\ \end{tabular} } & \multicolumn{2}{c}{**Section A**} & \multicolumn{2}{c}{**Section B**} & \multicolumn{2}{c}{**Section C**} \\  & & \multicolumn{2}{c}{**Acceleration**} & \multicolumn{2}{c}{**Displacement**} & \multicolumn{2}{c}{**Acceleration**} & \multicolumn{2}{c}{**Displacement**} & \multicolumn{2}{c}{**Acceleration**} \\  & & \multicolumn{2}{c}{**(m/s\({}^{2}\))**} & \multicolumn{2}{c}{**(mm)**} & \multicolumn{2}{c}{**(m/s\({}^{2}\))**} & \multicolumn{2}{c}{**(mm)**} & \multicolumn{2}{c}{**(m/s\({}^{2}\))**} \\  & & \multicolumn{2}{c}{**Vertical**} & \multicolumn{2}{c}{**Lateral**} & \multicolumn{2}{c}{**Lateral**} & \multicolumn{2}{c}{**Vertical**} & \multicolumn{2}{c}{**Lateral**} & \multicolumn{2}{c}{**Vertical**} & \multicolumn{2}{c}{**Lateral**} \\ \hline
1 & 2.361 & 0.444 & 0.615 & 0.263 & 0.413 & 0.298 & 2.995 & 0.816 & 0.712 & 0.443 \\
2 & 2.344 & 0.436 & 0.606 & 0.26 & 0.266 & 0.301 & 2.978 & 0.446 & 0.703 & 0.44 \\
3 & 2.324 & 0.394 & 0.634 & 0.265 & 0.257 & 0.288 & 2.958 & 0.379 & 0.731 & 0.445 \\ \hline \end{tabular}
\end{table} 
Table 6: Dynamic response indicators of bridge under different pier height conditions. \begin{table}
\begin{tabular}{c c c c c c c} \hline  & & & \multicolumn{3}{c}{**Dynamic Response Indicators**} & \\ \multirow{2}{*}{**Case**} & \multirow{2}{*}{\begin{tabular}{c} **Deraliment** \\ **Coefficient** \\ \end{tabular} } & \multicolumn{2}{c}{**Wheel**} & \multicolumn{2}{c}{**Train Body**} & \multirow{2}{*}{\begin{tabular}{c} **(m/s\({}^{2}\))** \\ **Acceleration** \\ **Rate** \\ \end{tabular} } & \multirow{2}{*}{\begin{tabular}{c} **(m/s\({}^{2}\))** \\ **Vertical** \\ \end{tabular} } & \multirow{2}{*}{\
\begin{tabular}{c} **Vertical** \\ **Lateral** \\ \end{tabular} } & \multirow{2}{*}{
\begin{tabular}{c} **Sperling** \\ **Index Lateral** \\ \end{tabular} } \\ \hline
1 & 0.238 & 0.586 & 0.735 & 0.557 & 1.967 & 2.026 \\
2 & 0.236 & 0.586 & 0.736 & 0.559 & 1.965 & 2.025 \\
3 & 0.236 & 0.587 & 0.733 & 0.557 & 1.963 & 2.022 \\ \hline \end{tabular}
\end{table} 
Table 5: Dynamic response indicators of train under different pier height conditions. 245-250 km/h. When the track structure is optimized and maintained, in addition to the self-oscillation frequency of the structure that should be avoided, the line level, the speed range of the train on the line, and other factors should also be considered so that the corresponding main frequency of the track structure under the train running speed is avoided to ensure that the damage brought by resonance to the track structure is reduced. 2.