| 阵风下高速列车-独塔斜拉桥耦合振动分析 |
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| 引用本文： | 张云飞,李莉,雷震宇,陈兆玮.阵风下高速列车-独塔斜拉桥耦合振动分析[J].中国公路学报,2021,34(4):128-139. |
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| 作者姓名： | 张云飞 李莉 雷震宇 陈兆玮 |
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| 作者单位： | 1. 同济大学铁道与城市轨道交通研究院, 上海 201804;2. 上海市轨道交通结构耐久与系统安全重点实验室, 上海 201804;3. 重庆交通大学机电与车辆工程学院, 重庆 400074 |
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| 基金项目： | 国家自然科学基金项目（51408434，11772230） |
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| 摘 要： | 大跨度桥梁一般较柔且桥面较高，车辆与桥梁间耦合作用明显，桥面风速较大时车辆风荷载也将增大，列车-桥梁系统抗风安全性成为重要课题。为了研究阵风环境下高速列车驶过独塔斜拉桥时的耦合振动特性，利用有限元方法建立多自由度有限元独塔斜拉桥子系统（转为线性弹性体），利用多刚体动力学方法建立CRH3四动四拖八辆编组高速列车子系统，在两子系统基础上，搭建起高速列车-独塔斜拉桥刚-柔耦合大系统。利用线性滤波法并考虑空间竖向和横向相关性生成了空间脉动阵风，其作为外部激励输入车-桥系统中，选用Park数值积分方法进行了求解。在此基础上，通过时域/频域方法分析阵风激扰对车-桥系统的影响，并继续研究风攻角、行车速度对车辆安全运行的影响，并得到相应条件下的车速限值。研究结果表明：利用有限元与多体动力学方法结合的刚-柔耦合系统同时阵风作为激励输入，可以有效模拟风-车-桥系统；空间脉动阵风使得车-桥系统各动力学响应明显加剧，并激起车辆及桥梁的低频振动；车速提高使桥面低频及车辆中低频振动被激起，振动向更高频率移动；风攻角在60°~90°时影响最大；在预设条件下，车速为230 km·h-1时，列车轮重减载率已超过安全限值（0.8），此时列车在桥梁上行驶安全已无法得到保证。
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| 关 键 词： | 桥梁工程 车桥耦合振动 刚柔耦合系统 横风环境 独塔斜拉桥 高速列车 |
| 收稿时间： | 2020-06-01 |
Analysis of High-speed Train-single-tower Cable-stayed Bridge Coupling Vibration Under Gust |
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| ZHANG Yun-fei,LI Li,LEI Zhen-yu,CHEN Zhao-wei.Analysis of High-speed Train-single-tower Cable-stayed Bridge Coupling Vibration Under Gust[J].China Journal of Highway and Transport,2021,34(4):128-139. |
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| Authors: | ZHANG Yun-fei LI Li LEI Zhen-yu CHEN Zhao-wei |
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| Affiliation: | 1. Institute of Rail Transit, Tongji University, Shanghai 201804, China;2. Shanghai Key Laboratory of Rail Infrastructure Durability and System Safety, Shanghai 201804, China;3. School of Mechatronics and Vehicle Engineering, Chongqing Jiaotong University, Chongqing 400074, China |
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| Abstract: | Long-span bridges with a high deck are generally flexible, with an obvious coupling effect between a train and a bridge. When the wind speed on the deck is high, the vehicle wind load is large. The wind-resistance safety of the train-bridge system (TBS) has become an important issue. In order to study the coupled vibration characteristics when a high-speed train (HST) passes over a single-tower cable-stayed bridge (STCSB) in a wind environment, the finite element method (FEM) was used to establish a multiple degrees of freedom (DOFs) finite element model of the STCSB subsystem (converted to a linear elastomer). The multi-body dynamics method (MBDM) was used to establish the China Railway High-speed Type 3 (CRH3, with four motor cars and four trailer cars, a total of eight cars marshaling) subsystems. Based on the two subsystems, an HST-STCSB rigid-flexible coupling system (RFCS) was built. A tridimensional fluctuating wind (TFW) was considered using the linear filtering method (LFM), considering horizontal and vertical correlations. The TFW was input to the TBS as an external excitation. The Park numerical integral method was selected to solve the TBS. On this basis, the influence of the TFW on the TBS was analyzed using a time-domain or frequency-domain method. The influences of the wind attack angle and vehicle speed on the running safety of the train were further studied, and the speed limit under the corresponding conditions was obtained. The results showed that the combination of finite elements and multi-body dynamics simulated the wind-vehicle-bridge system effectively. The dynamic response of the vehicle-bridge system was intensified by a space pulsating gust, and the low-frequency vibration of the vehicle and bridge was aroused. An increase in vehicle speed caused the low-frequency vibration of the bridge and vehicle to be excited. The influence of the wind attack angle was greatest at 60°-90°. When the vehicle speed was 230 km·h-1, the wheel weight reduction rate of the train exceeded the safety limit (0.8) under a preset condition, and the safety of the train could not be guaranteed. |
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| Keywords: | bridge engineering train-bridge coupling vibration rigid-flexible coupling system crosswind environment single-tower cable-stayed bridge high-speed train |
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