Research on Wind-Induced Vibration of 400 km/h Trains with Vertical Sound Barrier on Highspeed Railway Bridge
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摘要:
高铁列车提速使声屏障动力问题凸显，以列车高速行驶时引发的直立式声屏障的动力放大系数为研究对象，探究直立式声屏障结构的振动特性及影响参数. 首先，建立高铁桥上直立式声屏障有限元模型，分析其基本动力特性；然后，开展声屏障在400 km/h移动列车脉动风荷载时程作用下的振动规律研究，据此计算声屏障钢结构的动力放大系数；最后，针对声屏障的振动响应和动力放大系数开展多参数分析. 结果表明：车速400 km/h时，5.0 m高声屏障立柱的动力放大系数约为2.76；声屏障安装位置距轨道中心线距离从3.8 m增大到4.7 m，弯矩响应的动力放大系数减小了0.3；2.3、3.3、5.0 m高声屏障立柱弯矩响应的动力放大系数分别为1.64、2.52、2.76，顶部的横向位移由0.45 mm增大至3.8 mm，根部弯矩则分别提高了26.8%和60.8%，增大声屏障高度不利于结构的振动特性.
Abstract:The increasing speed of high-speed trains makes the dynamic problem of sound barriers prominent. In this study, the dynamic amplification factor of vertical sound barriers caused by high-speed trains was taken as the research object to explore the vibration characteristics and influencing parameters of vertical sound barriers. Firstly, the finite element model of the vertical sound barrier on a high-speed railway bridge was established, and its basic dynamic characteristics were analyzed. Then, the vibration law of the sound barrier under the fluctuating wind load of 400 km/h train was studied, and the dynamic amplification factor of the sound barrier steel structure was calculated based on it. Finally, the vibration response and dynamic amplification factor of the sound barrier were analyzed with multiple parameters. The results show that the dynamic amplification factor of the sound barrier column with a height of 5 m is about 2.76 when the train’s speed is 400 km/h. The distance between the installed sound barrier and the center line of the track is increased from 3.8 m to 4.7 m, and the dynamic amplification factor of the bending moment response is reduced by 0.3. The dynamic magnification factors of the bending moment responses of sound barrier columns with a height of 2.3, 3.3, and 5 m are 1.64, 2.52, and 2.76, respectively. The transverse displacement of the top is increased from 0.45 mm to 3.8 mm, while the bending moment of the bottom is increased by 26.8% and 60.8%, respectively. Increasing the height of the sound barrier is not conducive to the vibration characteristics of the structure.
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图 3 400 km/h脉动风荷载最大横桥向振动位移分布
Figure 3. Maximal transverse vibration displacement under fluctuating wind load at train’s speed of 400 km/h
图 4 不同测点横桥向振动弯矩、位移折线
Figure 4. Line charts of transverse vibration bending moment and displacement of different testing sites
图 8 不同高度声屏障立柱顶部节点横桥向位移最大值沿行车方向分布规律
Figure 8. Distribution of maximal transverse displacement of top nodes of sound barrier columns with different heights along driving direction
图 9 不同高度声屏障立柱横桥向动弯矩最大值沿行车方向分布规律
Figure 9. Distribution of maximal transverse dynamic bending moment of sound barrier columns with different heights along driving direction
表 1 板单元和立柱材料参数
Table 1. Material parameters of plate elements and columns
名称 弹性模量/GPa 泊松比 密度/（kg·m−3） 金属单元板 71 0.33 25.49 通透隔声板 3.1 0.37 1224 立柱 210 0.274 798 
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表 2 声屏障前10 阶频率
Table 2. Top ten frequencies of sound barrier
模态号 频率/Hz 模态号 频率/Hz 1 10.484 6 18.018 2 11.319 7 18.101 3 13.294 8 18.132 4 15.846 9 18.145 5 17.650 10 18.151
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表 3 数值模拟结果与试验结果比较
Table 3. Comparison between numerical simulation results and experimental results
条件 车速/（km·h−1） 实测值/Pa 仿真值/Pa 误差/% 正压峰值 300 535 507 5.2 350 698 715 2.4 380 889 880 1.0 负压峰值 300 −397 −366 7.8 350 −531 −508 4.3 380 −691 −646 6.5
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表 4 时速400 km/h声屏障立柱动力放大系数
Table 4. Dynamic amplification factors of sound barrier columns at train’s speed of 400 km/h
类别 立柱底部应力/MPa 立柱横桥向弯矩/（kN·m） 静力作用 2.81 2.38 动力作用 7.77 6.57 放大系数 2.77 2.76
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表 5 动力放大系数计算值与规范值对比
Table 5. Comparison between calculated value and value given by specification of dynamic amplification factor
声屏障
高度/m指标 动力放大系数 计算值 规范值 2.3 立柱底部应力 1.26 1.25 2.3 立柱横桥向弯矩 1.26 3.3 立柱底部应力 2.11 2.11 3.3 立柱横桥向弯矩 2.10
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