运营期千米级跨度高铁桥上线路纵断面的坡段等效论证

吕涛; 王金新; 谭社会; 王巍钦; 徐伟昌; 陈嵘; 王平

doi:10.3969/j.issn.0258-2724.20250281

运营期千米级跨度高铁桥上线路纵断面的坡段等效论证

doi: 10.3969/j.issn.0258-2724.20250281

吕涛^{1, 2,},
王金新^{1, 3},
谭社会^4, ,,
王巍钦^{1, 3},
徐伟昌⁴,
陈嵘^{1, 3},
王平^{1, 3}

1.
西南交通大学高速铁路线路工程教育部重点实验室，四川成都 610031
2.
西南交通大学利兹学院，四川成都 611756
3.
西南交通大学土木工程学院，四川成都 610031
4.
中国铁路上海铁路局集团有限公司，上海 200071

基金项目: 国家重点研发计划(2022YFB2602900)；国家自然科学基金项目(U23A20666，52388102，52578537)

详细信息

作者简介:
吕涛（1987—），男，副教授，研究方向为高速铁路轨道动力学，E-mail：t.lyu@swjtu.edu.com

通讯作者:
谭社会（1973—），男，正高级工程师，研究方向为高速铁路线路运营维护，E-mail：672699091@qq.com

中图分类号: U448.13
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- 文章访问数: 4
- HTML全文浏览量: 2
- PDF下载量: 2
- 被引次数: 0
出版历程
- 收稿日期: 2025-05-26
- 修回日期: 2025-12-27
- 网络出版日期: 2026-10-27

Demonstration of Equivalent Grade Sections for Track Longitudinal Profile on Kilometer-Scale High-Speed Railway Bridges During Operation

LYU Tao^{1, 2
,},
WANG Jinxin^{1, 3},
TAN Shehui^{4
, ,},
WANG Weiqin^{1, 3},
XU Weichang⁴,
CHEN Rong^{1, 3},
WANG Ping^{1, 3}

1.
Key Laboratory of High-Speed Railway Engineering, Ministry of Education, Southwest Jiaotong University, Chengdu 610031, China
2.
SWJTU-Leeds Joint School, Chengdu 611756, China
3.
School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, China
4.
China Railway Shanghai Group Co., Ltd., Shanghai 200071, China

摘要

摘要:
为了便于运营期千米级高速铁路桥梁线路纵断面的表达与维护管理，针对制造偏差、施工误差及道砟调整能力有限导致实际纵断面与设计纵断面偏差较大、不得不变更为连续短坡形式，以及运营期温度荷载使桥梁产生跨中大、两端小的挠曲变形，实际纵断面演变为高次空间曲线、给线路维护管理带来困难的问题，提出等效坡段概念并研究其合理等效方式. 以在役的2座千米级跨度高铁桥上线路为例，首先，依据坡段长度、跨中高程对比建立单坡段、两坡段、多坡段和200 m连续坡段4种等效坡段，将实际高次空间曲线纵断面简化为常规坡段叠加竖曲线形式；其次，计算并对比实际纵断面与等效纵断面工况下的加速度、行车舒适度等关键指标；最后，考虑简化线路管理的需要，确定合理等效的方式. 研究结果表明：五峰山长江大桥单坡段等效与实测线形的加速度最值偏差不大于0.2 m/s²，阻力差与牵引力比值不大于15%，沪苏通长江公铁大桥单坡段等效与实测线形加速度最值偏差不大于0.1 m/s²，阻力差与牵引力比值不大于8%，2座大桥单坡段等效与实测线形基本等效，且表达更为直观. 综合考虑列车牵引能力、行车舒适度及简化现场管理的需要，推荐单坡段等效作为运营期线路管理的基本依据.
- 千米级桥梁 /
- 高速铁路 /
- 线路纵断面 /
- 等效坡段
Abstract:
The concept of equivalent grade sections was proposed and its reasonable equivalent method was investigated to facilitate the representation and maintenance management of track longitudinal profiles on kilometer-scale high-speed railway bridges during operation. Additionally, the objective includes addressing following problems. There is large deviation between actual and designed longitudinal profiles caused by manufacturing deviations, construction errors, and limited ballast adjustment capacity, which necessitates modification to a continuous short-slope configuration. Temperature loads during operation induce bridge deflections larger at mid-span and smaller at both ends. The actual longitudinal profile evolves into a high-order spatial curve, posing challenges to track maintenance management. By taking the tracks on two in-service kilometer-scale high-speed railway bridges as examples, four equivalent grade sections—the single-grade section, two-grade section, multi-grade section, and 200 m continuous grade section—were first established by comparing grade section lengths and mid-span elevations, simplifying the actual high-order spatial curve profile into a conventional combination of grade sections and vertical curves. Then, key indicators such as acceleration and ride comfort in actual and equivalent longitudinal profile conditions were calculated and compared. Finally, considering the need for simplified track management, the reasonable equivalent method was determined. The results show that for the Wufengshan Yangtze River Bridge, the maximum acceleration deviation between the single-grade equivalent and measured profiles is no more than 0.2 m/s², and the ratio of resistance difference to tractive force is no more than 15%. For the Husutong Yangtze River Bridge, the maximum acceleration deviation is no more than 0.1 m/s², and the ratio of resistance difference to tractive force is no more than 8%. The single-grade equivalent for both bridges is basically equivalent to the measured profile and provides a more intuitive representation. Considering train traction capacity, ride comfort, and the need for simplified on-site management, the single-grade equivalent is recommended as the basis for track management during operation.
- kilometer-scale bridge /
- high-speed railway /
- track longitudinal profile /
- equivalent grade section

HTML全文

图 1 千米级跨度桥梁变更设计纵断面

Figure 1. Modified longitudinal profile design of kilometer-scale bridges

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图 2 运营期最高和最低实测温度下纵断面拟合线形

Figure 2. Fitted longitudinal profiles under maximum and minimum measured temperatures during operation

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图 3 CRH2型高速列车牵引特性曲线

Figure 3. Traction characteristic curve of CRH2 High-Speed EMU

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图 4 五峰山长江大桥运营期客车行车阻力对比

Figure 4. Comparison of passenger train running resistance for Wufengshan Yangtze River Bridge during operation

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图 5 五峰山长江大桥运营期客车行车阻力差值与牵引力比值随里程的变化

Figure 5. Comparison of ratio of passenger train running resistance to tractive force for Wufengshan Yangtze River Bridge during operation

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图 6 沪苏通长江公铁大桥运营期客车行车阻力对比

Figure 6. Comparison of passenger train running resistance for Husutong Yangtze River Bridge during operation

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图 7 沪苏通长江公铁大桥运营期客车行车阻力差值与牵引力比值对比

Figure 7. Comparison of ratio of passenger train running resistance to tractive force for Husutong Yangtze River Bridge during operation

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图 8 沪苏通长江公铁大桥运营期货车单位行车阻力对比

Figure 8. Comparison of unit running resistance for freight trains on Husutong Yangtze River Bridge during operation

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图 9 五峰山长江大桥运营期车体加速度对比

Figure 9. Comparison of car-body acceleration for Wufengshan Yangtze River Bridge during operation

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图 10 五峰山长江大桥运营期车体加速度柱状图

Figure 10. Car-body acceleration for Wufengshan Yangtze River Bridge during operation

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图 11 沪苏通长江公铁大桥运营期车体加速度对比

Figure 11. Comparison of car-body acceleration for Husutong Yangtze River Bridge during operation

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图 12 沪苏通长江公铁大桥运营期车体加速度柱状图

Figure 12. Car-body acceleration for Husutong Yangtze River Bridge during operation

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表 1 坡段等效分类

Table 1. Equivalent grade section classification

等效类型	坡段说明
单坡段等效	主跨跨中左右两侧纵断面分别为一段直线坡段，主跨跨中由竖曲线连接.
两坡段等效	在单坡段等效的基础上，在主塔位置增设变坡点
多坡段等效（两类）	1. 基于图1多坡段变坡点，按实测线形拟合的多坡段（下文均称为“多坡段等效”） 2. 连续设置200 m坡段极端工况，尽量贴近实测线形（下文均称为“200 m坡段等效”）

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表 2 中间等效坡段坡率

Table 2. Slope rate of intermediate equivalent grade sections

对象	单坡段中间等效坡率	两坡段中间等效坡率
五峰山长江大桥	（3.87‰，−4.04‰）	（3.00‰，4.04‰，−4.04‰，−3.00‰）
沪苏通长江公铁大桥	（3.25‰，−3.40‰）	（2.90‰，4.00‰，−4.00‰，−2.90‰）

下载: 导出CSV

表 3 五峰山长江大桥运营期客车行车阻力数据表

Table 3. Passenger train running resistance data for Wufengshan Yangtze River Bridge during operation

等效类型	冬季工况			夏季工况
等效类型	最值/kN	平均值/kN	比值最值	最值/kN	平均值/kN	比值最值
实测线形	65.611	43.711		56.715	43.708
200 m坡段	64.122	43.696	13.27%	54.840	43.720	4.43%
多坡段等效	63.316	43.656	10.89%	54.470	43.659	6.89%
单坡段等效	57.636	43.912	14.40%	57.636	43.912	14.38%
两坡段等效	58.318	43.734	14.40%	58.318	43.734	14.38%

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表 4 沪苏通长江公铁大桥运营期客车行车阻力数据

Table 4. Passenger train running resistance data for Husutong Yangtze River Bridge during operation

等效类型	降温工况			升温工况
等效类型	最值/kN	平均值/kN	比值最值	最值/kN	平均值/kN	比值最值
实测线形	47.392	30.320		47.359	30.305
200 m坡段	46.868	30.315	6.06%	48.680	30.263	5.49%
多坡段等效	48.944	30.314	5.87%	49.830	30.236	8.33%
单坡段等效	41.196	30.314	7.62%	41.196	30.314	7.58%
两坡段等效	49.935	30.248	6.56%	49.935	30.248	8.53%

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表 5 沪苏通长江公铁大桥运营期货车单位行车阻力数据

Table 5. Unit running resistance data for freight trains on Husutong Yangtze River Bridge during operation

等效类型	冬季工况		夏季工况
等效类型	最值（N•kN⁻¹）	平均值（N•kN⁻¹）	最值（N•kN⁻¹）	平均值（N•kN⁻¹）
实测线形	10.794	6.534	10.786	6.530
200 m坡段	10.663	6.532	11.115	6.519
多坡段等效	11.181	6.532	11.402	6.513
单坡段等效	9.248	6.532	9.248	6.532
两坡段等效	11.428	6.516	11.428	6.516

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