摘要
为确保新建高速铁路大跨度桥梁建成投入运营后的安全性和舒适性,有必要提前开展大跨桥静动力学仿真研究。以主跨600 m的津潍铁路东营黄河公铁大桥为研究对象,基于车-线-桥动力相互作用原理构建了车-线-桥耦合系统动力学模型,分析了温度荷载、公铁路车辆荷载、混凝土收缩徐变作用下的大跨桥线形变化特点,从桥梁轨面线形曲率半径和车-线-桥系统动力响应两方面综合评估了大跨桥线路平顺性。研究结果表明:公铁路车辆荷载作用下桥面变形量最大达到596 mm,计算挠跨比为1/1006,满足规范中1/500设计挠跨比的要求;拉索降温15℃工况下桥梁轨面线形最小曲率半径为23784 m,满足规范中350 km/h车速下23630 m的理论最小竖曲线半径限值要求;单线或双线列车行驶通过对桥梁竖向动力性能的影响差异显著,对列车运行安全性影响差异较小,但会对行车舒适性有一定影响差异;随着列车运行速度从200 km/h提高至350 km/h,车-线-桥系统动力响应会显著增大,桥梁竖向位移、桥梁竖向加速度、轮轨垂向力、脱轨系数、轮重减载率、车体垂向加速度、垂向ISO 2631指标、UIC 513指标的增量尤为显著,但各指标均满足规范要求;温度荷载引起的附加变形会显著提高轮轨垂向力和轮重减载率指标,使列车运行安全性及舒适性有所降低,并会使桥梁动力响应有所提高,但各指标仍满足规范要求。
When a newly built high-speed railway long-span bridge is put into operation,the safety and comfort should be ensured,and the static and dynamic simulation analysis of the long-span bridge should be carried out in advance.Taking the Dongying Yellow River Bridge on Tianjin—Weifang Railway as the analysis object,which is a highway and railway bridge with a main span of 600 m.A dynamic model of the train-track-bridge coupling system was established,based on the principle of train-track-bridge dynamic interaction.The alignment changes of long-span bridges under temperature load,highway and railway vehicle load,concrete shrinkage and creep were analyzed.The ride comfort of the long span bridge was evaluated comprehensively,from two aspects of the curvature radius of bridge rail alignment and the dynamic response of the train-track-bridge system.The results show that the maximum deformation of the bridge deck under highway and railway vehicle load is 596 mm.The calculated deflection to span ratio under the calculation condition is 1/1006,which meets the limit requirement of 1/500 designed deflection to span ratio in the code.The minimum curvature radius of the bridge rail alignment is 23784 m when the cable is cooled at 15℃,which meets the design limit requirement of the theoretical minimum vertical curve radius of 23630 m at the vehicle speed of 350 km/h in the code.The dynamic performance of the bridge,the safety and comfort of the train meet the specification requirements,when the single-line or double-line CRH3 multiple unit trains pass the bridge at a speed of 200-350 km/h.The additional deformation caused by temperature load can significantly increase the vertical wheel/rail force and wheel load reduction rate.Therefore,the safety and comfort of the train will be reduced.Additional deformation will increase the dynamic response of the bridge,when the train passes the bridge.But the dynamic response still meets the specification requirements.
作者
袁伟
龙许友
谢剑
周丽
YUAN Wei;LONG Xuyou;XIE Jian;ZHOU Li(School of Civil Engineering,Tianjin University,Tianjin 300350,China;China Railway Design Corporation,Tianjin 300308,China;Key Laboratory of Coast Civil Structure Safety,Ministry of Education,Tianjin University,Tianjin 300350,China;School of Civil Engineering,Beijing Jiaotong University,Beijing 100044,China)
出处
《振动与冲击》
EI
CSCD
北大核心
2024年第14期259-266,共8页
Journal of Vibration and Shock
基金
中国铁路设计集团有限公司科技开发计划重点课题(2022A02238004)。
关键词
高速铁路
大跨度桥梁
车-线-桥耦合动力学
线形平顺性
行车安全舒适性
附加变形
high-speed railway
long-span bridge
train-track-bridge coupling dynamic analysis
alignment comfort
the safety and comfort of the train
additional deformation
