Research on Completed Bridge Alignment Control Technology of Continuous Steel Truss Railway Girder Bridge Based on Driving Performance
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摘要:
为了满足铁路桥梁行车性能的需求，需要控制其成桥线形的平顺性. 基于行车平稳性分析，确定车体敏感波长的范围，并将其成桥线形幅值作为评价指标；从保证行车性能角度出发，结合无砟轨道自身调节能力、轨面线形与成桥线形的关系，推导出成桥线形不平顺限值表达式；以某七跨连续钢桁梁桥为研究对象，根据推导的表达式控制车体敏感波长范围内的成桥线形不平顺幅值；组合Akima样条曲线和主梁拼装曲线，提出一种基于成桥目标线形的主梁拼装线形平顺性控制方法. 研究结果表明：列车行驶速度250～350 km/h时，车体敏感波长均小于200 m；以某七跨连续钢桁梁桥为例，速度350、300、250 km/h对应车体敏感波长范围内，成桥线形不平顺限值分别为24、26、29 mm；通过提出的控制主梁拼装线形平顺性方法，能够对主梁拼装线形中0～200 m波长范围内的不平顺幅值进行评价和控制.
Abstract:In order to meet the requirements for driving performance of railway bridges, it is necessary to control the smoothness of the bridge alignment. Based on the analysis of driving stability, the sensitive wavelength range of the vehicle body was determined. The amplitude of the completed bridge alignment within the range was adopted as the evaluation criterion. From the perspective of ensuring driving performance, by considering the self-adjustment capability of ballastless tracks and the relationship between the track surface alignment and the completed bridge alignment, the expression of the irregularity limit value for the completed bridge alignment was derived. A seven-span continuous steel truss girder bridge was taken as the research object. The irregularity amplitude of the completed bridge alignment within the sensitive wavelength range of the vehicle body was controlled according to the derived expression. A method for controlling the smoothness of the girder assembly alignment based on the target alignment of the completed bridge was proposed by combining Akima spline curve with the girder assembly curve. The research results show that the sensitive wavelength of the vehicle body is less than 200 m at driving speeds of trains ranging from 250 km/h to 350 km/h. If a seven-span continuous steel truss girder bridge is taken as an example, the irregularity limit values for the completed bridge alignment within the sensitive wavelength ranges of the vehicle body corresponding to speeds of 350 km/h, 300 km/h, and 250 km/h are 24 mm, 26 mm, and 29 mm, respectively. The irregularity amplitude within a 0–200 m wavelength range of the girder assembly alignment can be evaluated and controlled through the proposed method for controlling the smoothness of the girder assembly alignment.
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图 1 7跨连续梁桥成桥与设计高程曲线
Figure 1. Elevation curves of completed bridge and design for seven-span continuous girder bridge
图 3 车体竖向振动加速度功率谱
Figure 3. Power spectrum of vertical vibration acceleration of vehicle body
图 4 不同波长范围内成桥线形成分
Figure 4. Compositions of completed bridge alignment in different wavelength ranges
图 6 允许的成桥线形幅值和轨面线形幅值对应关系
Figure 6. Corresponding relationship between permissible completed bridge alignment amplitudes and track surface alignment amplitudes
图 7 无砟轨道谱激励下车体垂向加速度
Figure 7. Vertical acceleration of vehicle body under excitation of ballastless track spectrum
图 8 不同车速下长波变形引起的车体垂向加速度
Figure 8. Vertical acceleration of vehicle body due to long-wave deformation at different vehicle speeds
图 10 主梁拼装区段40 m时虚拟成桥曲线
Figure 10. Virtual completed bridge curves at 40 m of girder assembly section
图 11 第1次评估时200 m滤波后的不平顺幅值
Figure 11. Irregularity amplitudes after 200 m filtering at the first evaluation
图 12 主梁拼装区段80 m时虚拟成桥曲线
Figure 12. Virtual completed bridge curves at 80 m of girder assembly section
图 13 第2次评估时200 m滤波后不平顺幅值
Figure 13. Irregularity amplitudes after 200 m filtering at the second evaluation
图 14 主梁拼装区段120 m时虚拟成桥曲线
Figure 14. Virtual completed bridge curves at 120 m of girder assembly section
图 15 第3次评估时200 m滤波后不平顺幅值
Figure 15. Irregularity amplitudes after 200 m filtering at the third evaluation
表 1 不同工况下CRH3列车车体竖向加速度
Table 1. Vertical acceleration of CRH3 train in different working conditions
工况 350 km/h 300 km/h 250 km/h 整体升温20 ℃ 0.89 0.79 0.68 整体降温20 ℃ 0.88 0.78 0.67 整体升温10 ℃ 0.84 0.74 0.63 整体降温10 ℃ 0.84 0.74 0.64 原始 0.76 0.67 0.57 
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表 2 各项竖向车体加速度汇总表
Table 2. Summary of various vertical acceleration of vehicle body
车速/（km·h−1） a1 a2 a3 a 350 0.68 0.0536 0.13 0.4364 300 0.56 0.0426 0.12 0.5774 250 0.48 0.0336 0.11 0.6764
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表 3 主梁拼装区段40 m时虚拟实测线形不平顺与虚拟线形不平顺绝对最大值
Table 3. Absolute maximum values of virtual measured alignment irregularities and virtual alignment irregularities at 40 m of girder assembly section
mm 不平顺
位置成桥曲线/mm 虚拟成桥曲线/mm 误差/% 2#墩 −13.6 −14.0 2.8 3#墩 −14.9 −15.9 6.2 4#墩 −16.6 −15.8 4.8 5#墩 −16.2 −17.0 4.7 6#墩 −17.8 −17.3 2.8 7#墩 −20.3 −20.9 2.4
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表 4 主梁拼装区段80 m时虚拟实测线形不平顺与虚拟线形不平顺绝对最大值
Table 4. Absolute maximum values of virtual measured alignment irregularities and virtual alignment irregularities at 80 m of girder assembly section
不平顺
位置成桥曲线/mm 虚拟成桥曲线/mm 误差/% 2#墩 −13.6 −14.1 3.5 3#墩 −14.9 −14.9 0 4#墩 −16.6 −16.3 1.8 5#墩 −16.2 −16.2 0.0 6#墩 −17.8 −17.3 2.9 7#墩 −20.3 −20.2 0.5
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表 5 主梁拼装区段120 m时虚拟实测线形不平顺与虚拟线形不平顺绝对最大值
Table 5. Absolute maximum values of virtual measured alignment irregularities and virtual alignment irregularities at 120 m of girder assembly section
不平顺
位置成桥曲线/mm 虚拟成桥曲线/mm 误差/% 2#墩 −13.6 −13.9 2.2 3#墩 −14.9 −14.9 0 4#墩 −16.6 −16.3 1.8 5#墩 −16.2 −16.0 1.3 6#墩 −17.8 −17.6 1.1 7#墩 −20.3 −20.2 0.5
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