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断索状态下斜拉桥以及桥上列车的动力响应

王涛 张兴标 王路

王涛, 张兴标, 王路. 断索状态下斜拉桥以及桥上列车的动力响应[J]. 西南交通大学学报, 2024, 59(3): 627-636. doi: 10.3969/j.issn.0258-2724.20220266
引用本文: 王涛, 张兴标, 王路. 断索状态下斜拉桥以及桥上列车的动力响应[J]. 西南交通大学学报, 2024, 59(3): 627-636. doi: 10.3969/j.issn.0258-2724.20220266
WANG Tao, ZHANG Xingbiao, WANG Lu. Dynamic Response of Cable-Stayed Bridge and Trains on Bridge Under Cable Breaking Conditions[J]. Journal of Southwest Jiaotong University, 2024, 59(3): 627-636. doi: 10.3969/j.issn.0258-2724.20220266
Citation: WANG Tao, ZHANG Xingbiao, WANG Lu. Dynamic Response of Cable-Stayed Bridge and Trains on Bridge Under Cable Breaking Conditions[J]. Journal of Southwest Jiaotong University, 2024, 59(3): 627-636. doi: 10.3969/j.issn.0258-2724.20220266

断索状态下斜拉桥以及桥上列车的动力响应

doi: 10.3969/j.issn.0258-2724.20220266
基金项目: 国家自然科学基金(51708468)
详细信息
    通讯作者:

    王涛(1983—),男,副教授,博士,研究方向为桥梁结构动力学,E-mail:7015294@qq.com

  • 中图分类号: U448.27

Dynamic Response of Cable-Stayed Bridge and Trains on Bridge Under Cable Breaking Conditions

  • 摘要:

    为研究大跨度公铁两用斜拉桥断索状态下,风、列车动力作用时的动力响应特性,以实际斜拉桥为研究对象建立全桥3维计算模型. 使用非线性隐式动力时程算法,分析突然断索时全桥结构的动力响应;研究列车-桥梁耦合作用下,不同突然断索工况发生时,桥梁结构与桥上行驶列车的动力响应;讨论在少量拉索断索后,结构处于静力平衡状态时,风-列车-桥梁耦合动力作用下,桥梁结构与桥上行驶列车的动力响应;使用非线性显式有限元动力时程算法,研究拉索在横向风作用下的断裂下坠状态. 研究结果表明:大跨度公铁两用斜拉桥具有较高的安全冗余,跨中双侧较长拉索超过12根断裂后才可能导致连续断索垮塌;单根拉索断裂时其余拉索最大动应力增幅约为100 MPa,对桥梁结构安全性影响较小;列车在桥上行驶时,若发生突然断索,会导致列车加速度响应发生较为明显变化,各个工况计算结果中,最大约为1.5 m/s2;单根最长拉索断裂后,列车过桥竖向位移响应增加小于0.01 m,对桥梁刚度影响较小,可保持列车通行;当最长拉索发生断裂时,若横向风速达到30 m/s,可能使断裂拉索坠落在主梁上层车道内,入侵距离约为5 m,影响上层车道的通行安全.

     

  • 图 1  平潭大桥3维有限元模型(拉索使用分段模型)

    Figure 1.  3D finite element model of Pingtan Bridge (segmented cable model was used)

    图 2  右侧34# 拉索断裂后各个节点振动时程

    Figure 2.  Vibration time history diagram of each node after the right-side cable 34# was broken

    图 3  右侧拉索34# 断索后第11 s全桥振动形状(主梁位移放大200倍)

    Figure 3.  Vibration shape of the whole bridge after the right-side cable 34# was broken at 11 s (main girder displacement amplification of 200 times)

    图 4  斜拉桥右侧34# 拉索断索作用下各个拉索的应力变化

    Figure 4.  Stress variation of each cable of cable-stayed bridge under the action of broken right-side cable 34#

    图 5  右侧32#~37# 拉索断裂后剩余各个拉索最大应力

    Figure 5.  Maximum stress of each cable after right-side cables 32#–37# were broken

    图 6  工况1中拉索发生断裂时主梁与列车1、4、8车厢动力响应

    Figure 6.  Dynamic responses of main girder and carriages 1, 4, and 8 of train when cable breaks under condition 1

    图 7  工况2、3、4、5中列车1、4、8车厢动力响应以及各个拉索最大应力

    Figure 7.  Dynamic responses of carriages 1, 4, and 8 of train under working conditions 2, 3, 4, and 5 and the maximum cable stress

    图 8  工况2中断索位置主梁下层右侧节点与列车动力响应

    Figure 8.  Dynamic responses of lower deck right node of the main girder and train at cable breaking position under working condition 2

    图 9  右侧34# 拉索断裂、不断裂列车过桥主梁跨中1/2点动力响应

    Figure 9.  Dynamic responses of 1/2 point of main girder of train running on bridge under the condition of normal and broken right side cable 34#

    图 10  右侧34# 拉索断裂后,风-车桥耦合动力作用下,斜拉桥主梁与列车动力响应

    Figure 10.  After cable 34# on the right side was broken, the dynamic responses of main girder and train of cable-stayed bridge under wind-vehicle-bridge coupling dynamic action

    图 11  横向风场作用下右侧34# 拉索断裂下坠运动轨迹

    Figure 11.  Breaking and falling motion trajectory of right-side cable 34# under lateral wind field

    图 12  横向风速30.0 m/s作用拉索断裂下坠第6 s位置(考虑拉索与主梁碰撞)

    Figure 12.  Position of cable after breaking and falling at 6 s under the action of lateral wind speed of 30.0 m/s (considering the collision of cable with main girder)

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出版历程
  • 收稿日期:  2022-04-19
  • 修回日期:  2022-06-05
  • 网络出版日期:  2023-11-22
  • 刊出日期:  2022-06-09

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