Influence Mechanism of Long-Span Arch Bridge Deformation on Running Stability of High-Speed Trains Under Crosswind
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摘要:
为探求侧风下的拱桥变形对列车平稳性的作用机理，通过风-车-桥耦合系统得到跨中横、竖向位移，分析不同风速、车速下的列车行车平稳性，量化桥梁变形对风-车-桥系统中列车横、竖向加速度的贡献；结合车体加速度响应的敏感波长及桥梁变形的时频特性，分析桥梁变形对行车平稳性影响机理. 结果表明：桥梁竖向位移差异较横向位移差异较小，且主要位移由车致桥梁变形产生，最大幅值达到了−9.2 mm；在列车及风荷载作用下，桥梁横向及竖向位移较为显著，但其对列车平稳性的影响主要体现在交界墩位置处，约为其余位置响应的4倍；除交界墩区域，桥上列车的行车平稳性主要由风致列车振动及轨道不平顺决定；车体横向及竖向加速度功率谱密度分布与轨道不平顺的波长密切相关，其对应的敏感波长区间均小于120 m；车体横向及竖向加速度主要受车辆荷载作用引起的桥梁变形影响，而风荷载引起的桥梁变形主要分布于主跨范围内，波长大于120 m，因而未对列车车体加速度产生显著影响.
Abstract:In order to explore the influence mechanism of arch bridge deformation on the running stability of the train under crosswind, the horizontal and vertical displacement of the mid-span was obtained through the wind, vehicle, and bridge coupling system, and the running stability of the train under different wind speeds and train speeds was analyzed. The contribution of bridge deformation to horizontal and vertical acceleration of the train in the wind, vehicle, and bridge system was quantified. Combined with the sensitive wavelength of the acceleration response of the train and the time-frequency characteristic of bridge deformation, the influence mechanism of bridge deformation on running stability was analyzed. The results show that the vertical displacement difference of the bridge is smaller than the horizontal displacement difference, and the main displacement is caused by the vehicle-induced bridge deformation. The maximum value reaches −9.2 mm. Under the action of train and wind load, the horizontal and vertical displacement of the bridge is more significant, but its influence on the stability of the train is mainly reflected in the position of the junction pier, which is about four times the response of other positions. Except for the junction pier area, the running stability of the train on the bridge is mainly determined by the wind-induced train vibration and track irregularity. The spectral density distribution of horizontal and vertical acceleration power of the train is closely related to the wavelength of track irregularity, and the corresponding sensitive wavelength range is less than 120 m. The horizontal and vertical acceleration of the train is mainly affected by the bridge deformation caused by the vehicle load, while the bridge deformation caused by wind load is mainly distributed in the main span, and the wavelength is larger than 120 m. Therefore, it does not exert a significant impact on the acceleration of the train.
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Key words:
- high-speed train /
- running stability /
- bridge deformation /
- wind load /
- wind, vehicle, and bridge system
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图 3 桥面脉动风速与行进列车仿真时程
Figure 3. Simulated time history of fluctuating wind speed and running train at bridge deck
图 5 车体横、竖向加速度时程图
Figure 5. Time history of horizontal and vertical acceleration of train
图 6 车速对工况三车体横、竖向加速度影响
Figure 6. Influence of train speed on horizontal and vertical acceleration of train under working condition No.3
图 7 风速对工况三车体横、竖向加速度影响
Figure 7. Influence of wind speed on horizontal and vertical acceleration of train under working condition No.3
图 8 横、竖向加速度标准差占比统计
Figure 8. Standard deviation ratio of horizontal and vertical acceleration
图 11 轮对横向位移时程与小波系数图
Figure 11. Time history of wheel set horizontal displacement and wavelet coefficients
图 12 轮对竖向位移时程和小波系数图
Figure 12. Time history of wheel set vertical displacement and wavelet coefficients
表 1 列车自振特性
Table 1. Vibration characteristics of the train
阶数 频率/Hz 振型描述 1 0.451 车体绕下心 2 0.803 车体绕上心 3 0.840 车体沉浮 4 0.878 车体摇头 5 1.056 车体点头 
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表 2 风-车-桥系统气动参数
Table 2. Aerodynamic parameters of wind-vehicle-bridge system
对象 CD CL CM 主梁 1.098 0.010 −0.036 列车 1.257 0.070 0.068 拱肋 0.600 — —
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表 3 风-车-桥耦合系统计算工况
Table 3. Working conditions of wind-vehicle-bridge coupling system
工况 车辆风荷载 轨道不平顺 桥梁风荷载 桥梁位移 工况 1 √ √ √ √ 工况 2 √ √ — — 工况 3 — — √ √ 工况 4 — — — √
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