特殊附加变形对列车通过超大跨度铁路桥梁的动力影响

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振动与冲击 ›› 2024, Vol. 43 ›› Issue (20) : 10-17.

论文

特殊附加变形对列车通过超大跨度铁路桥梁的动力影响

孙志昂1,2，杨新文1,2，赵文博3，戚志刚4

作者信息 +

Influence of special additional deformation on high-speed train dynamic responses on an ultra-large span railway bridge

SUN Zhi'ang1,2，YANG Xinwen1,2，ZHAO Wenbo3，QI Zhigang4

Author information +

文章历史 +

摘要

极端温差作用等复杂边界条件将引起高速铁路桥梁的特殊附加变形，影响轨道几何形位，增加桥上高速列车运行失稳的风险。针对我国高速铁路某长江大桥的长期监测与现场测试数据，分析温度与风速等环境数据的历史极值，研究轨道几何形位特征与高速综合检测车过桥的动力响应。建立有限元模型探究梁轨附加变形对轨道几何形位的影响，开展车辆—轨道—桥梁耦合系统有限元方法与多体动力学计算联合仿真分析，探究大温差作用对高速列车动力响应的影响。结果表明：（1）某长江大桥的长期监测数据显示，最高气温实测值41.3℃、最低气温实测值-8.9℃，1小时内温度骤升最大值4.9℃、温度骤降最大值-10.7℃；（2）现场测试表明，某长江大桥的轨道几何形位良好，TQI指数合格，轮轨相互作用与车体动力响应正常；（3）仿真计算表明，大温差作用导致钢轨伸缩量最大达到630.19mm，轨道局部高低偏差最大达到19.89mm，超过容许限值，桥上行车出现偏载，主跨桥墩和钢轨伸缩调节器附近的列车运行垂向Sperling平稳性指标达到2.72，车体低频横向晃动也有所增益。

Abstract

Special boundary conditions such as high temperature difference cause additional track-bridge deformation, which affects track geometry and increases instability risk of high-speed train. Based on the long-term monitoring data and field testing of a certain Yangtze River bridge in China, extremes of temperature and wind speed data since the operation were introduced and characteristics of track geometry and dynamic responses were analyzed. A finite element model to analyze the influence of additional deformation on track geometry was established. United simulation method, which is composed of Finite Element Method and Multi-body Dynamics Analysis, laid the foundation of explaining the influence of temperature difference on dynamic responses of high-speed train. The results show that: (1) The long-term monitoring data show that the maximum temperature is 41.3℃ and the minimum temperature is -8.9℃; the maximum temperature sudden rise is 4.9℃, and the maximum temperature sudden fall is -10.7℃. (2) Track geometry and TQI index of the Yangtze River Bridge was in a good state. Wheel-rail responses and vehicle vibration satisfied requirements. (3) The extreme temperature difference causes the rail expansion to reach a maximum of 630.19mm, and the maximum longitudinal level of rail to reach 19.89mm, which is beyond the limit, resulting in eccentric loadings. The vertical Sperling index in the areas of piers and Rail Expansion Joints reaches 2.72, and lateral swing of the vehicle also becomes more obvious.

导出引用

孙志昂1, 2, 杨新文1, 2, 赵文博3, 戚志刚4. 特殊附加变形对列车通过超大跨度铁路桥梁的动力影响[J]. 振动与冲击, 2024, 43(20): 10-17

SUN Zhi'ang1, 2, YANG Xinwen1, 2, ZHAO Wenbo3, QI Zhigang4. Influence of special additional deformation on high-speed train dynamic responses on an ultra-large span railway bridge[J]. Journal of Vibration and Shock, 2024, 43(20): 10-17

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