摘要
铁路运输需确保列车行驶的安全性和舒适性。在途经大跨桥梁时,大风时常引起桥梁结构的风致振动,同时,行驶的列车与桥梁间会产生一定的振动,三者会形成特有的风−车−桥耦合效应,对行车安全和舒适性能造成影响。为此,以我国广东省沿海某超大桥宽的公铁同层多跨斜拉桥为例,以一列8车编组的ICE3型列车为研究对象,通过风洞试验获得桥梁主梁及列车的气动三分力系数,并用谐波合成法模拟脉动风场。随后利用ANSYS和SIMPACK进行联合仿真,建立横风作用下列车−轨道−斜拉桥耦合振动分析模型,分析风荷载对车−桥耦合振动的影响,研究车−桥系统动力响应随列车车速和平均风速变化的规律。结果表明:对于此种超大桥宽的公铁同层斜拉桥,列车车速越大,行车安全性和舒适性越低,其中中车最差。当车速从150 km/h增加到250 km/h时,中车的轮重减载率、轮轴横向力、脱轨系数和倾覆系数分别增加96.9%、244.4%、206.0%和154.2%,但仍满足规范要求;中车横、竖向加速度以及横、竖向Sperling指数分别增加95.4%、67.7%和19.7%、14.8%。当风速从0增加到30 m/s时,中车的轮重减载率、轮轴横向力、脱轨系数和倾覆系数分别增加55.8%、203.8%、172.8%和45.1%,此时轮轴横向力将超过规范限值,应当降速行驶;中车横、竖向加速度和竖向Sperling指数分别增加34.3%、91.8%和10.1%,但横向Sperling指数对风速变化不敏感。此外,桥跨各跨中的加速度随车速和风速的增加显著增大。
Railway transportation needs to ensure the safety and comfort of train driving.When passing through large-span bridges,strong wind often causes wind-induced vibration to bridges.At the same time,the traveling train and bridge can produce a certain amount of vibration,and they can form a unique wind-vehicle-bridge coupling effect,which influences the driving safety and comfort performances.To investigate this effect,this paper took a great-width road-rail same-story multi-span cable-stayed bridge along the coast of Guangdong Province,China.Using an eight-car formation ICE3 train as the research object,the aerodynamic coefficients of the main beam and the train were obtained through wind tunnel tests.The fluctuating wind field was simulated by the harmonic synthesis method.Subsequently,the software ANSYS and SIMPACK were used for simulations to establish a coupled vehicle-track-bridge vibration analysis model under cross-wind action.The effect of wind load on the coupled vehicle-bridge vibration was analyzed,and the dynamic responses of the vehicle-bridge system under different train moving speeds and average wind speed were studied.The analysis results show that for this great-width road-rail same-story multi-span cable-stayed bridge,the higher the train speed is,the worse the safety and comfort of the train are,especially for the middle train.Although the wheel load reduction rate,wheelset lateral force,derailment coefficient and overturning coefficient of the middle train increase by 96.9%,244.4%,206.0%and 154.2%,respectively when the train speed increases from 150 km/h to 250 km/h,they still meet the code requirements.Meanwhile,the transverse and vertical acceleration as well as the transverse and vertical Sperling indices of the middle train increase by 95.4%,67.7%,19.7%and 14.8%,respectively.When the wind speed increases from 0 to 30 m/s,the corresponding increases in the wheel load reduction rate,wheelset lateral force,derailment and overturning coefficients of the middle train are 55.8%,203.8%,172.8%,and 45.1%,respectively.At this moment,the wheelset lateral force of the middle train will exceed the code limit and the train speed should be reduced.The transverse and vertical acceleration and vertical Sperling index of the middle train increase by 34.3%,91.8%and 10.1%,respectively,while the transverse Sperling index shows little sensitivity to wind speed changes.In addition,the midspan acceleration of the bridge increases significantly with the increasing train and wind speed.
作者
张威振
胡迎新
曾世钦
谭凌飞
ZHANG Weizhen;HU Yingxin;ZENG Shiqin;TAN Lingfei(Hunan Zhongda Design Institute Co.,Ltd.,Changsha 410075,China;School of Civil Engineering,Central South University,Changsha 410075,China;China Railway Siyuan Survey and Design Group Co.,Ltd.,Wuhan 430063,China)
出处
《铁道科学与工程学报》
北大核心
2025年第5期1899-1911,共13页
Journal of Railway Science and Engineering
基金
中南大学-湖南中大设计院有限公司工程建设设计信息化技术研发中心开放课题(KJ-2021-03)
中国中铁股份有限公司科技开发计划课题(2021-专项-01)
中铁工程设计咨询集团有限公司科技开发课题(研2021-2)。
关键词
超大桥宽
公铁同层
风−车−桥耦合振动
行车安全
行车舒适性
great bridge width
road-rail same-story
wind-vehicle-bridge coupling vibration
train-driving safety
train-driving comfort
