Research on Creep Deformation Control of Continuous Girder Bridge of 400 km·h-1 High-Speed Railway Based on Long-Wave Regularity
庞志强 1李国龙 2高芒芒 2杨飞 2杨静静2
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作者信息
1. 中国铁道科学研究院,北京 100081
2. 中国铁道科学研究院集团有限公司基础设施检测研究所,北京 100081
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摘要
基于实测轨道平顺性数据,采用车辆-轨道耦合动力仿真方法,综合考虑温度变化、列车荷载、徐变和沉降等因素的影响,进行400km·h-1高速铁路连续梁桥徐变变形控制研究.结果表明:400km·h-1高速列车车体垂向敏感波长为163 m,横向敏感波长为227 m;为保证轨道高低不平顺与车体垂向加速度的适应性,采用60 m中点弦测值控制轨道长波平顺性;车体垂向加速度与轨道高低不平顺之间呈线性相关;徐变与沉降为控制连续梁桥轨道长波平顺性的主要因素,支座位置处长波平顺性较差;400 km·h-1连续梁桥桥上线路允许桥梁自身总变形引起的车体垂向加速度阈值为0.822 m·s-2,400 km·h-1主跨不大于百米连续梁桥徐变变形阈值宜设为9.5 mm.
Abstract
Based on the measured track regularity data,the vehicle-track coupling dynamic simulation method was used to study the creep deformation control of 400 km·h-1 high-speed railway continuous girder bridge considering the influence of temperature change,train load,creep and settlement.The results show that the vertical sensitive wavelength of 400 km·h-1 high-speed train carbody is 163 m,and the transverse sensitive wavelength is 227 m.In order to ensure the adaptability of the longitudinal level irregularity of the track and the vibration acceleration of the carbody,the chord length of 60 m is used to control the long-wave irregularity of the track.There is a linear correlation between the vertical acceleration of the car body and the track longitudinal level irregularity.The creep and settlement are the main factors to control the long-wave ride comfort of continuous beam bridge.The long-wave ride comfort of bearing and mid-span is poor.The threshold of vertical acceleration of the car body caused by the total deformation of the 400 km·h-1 continuous girder bridge is 0.822 m·s-2.It is suggested that the creep deformation threshold value of the continuous girder bridge of 400 km·h-1 with main span not more than 100 m should be set at 9.5 mm.
万方数据