考虑制动条件的高速列车—轨道—桥梁系统动力响应分析  

Dynamic Response Analysis of Vehicle-Track-Bridge System Considering Braking Conditions for High-Speed Railway

作　　者：程潜[1] 张楠[1] 夏禾[1] 张田[1] 

机构地区：[1]北京交通大学土木建筑工程学院,北京100044

出　　处：《中国铁道科学》2013年第1期8-14,共7页China Railway Science

基　　金：国家自然科学基金资助项目(51108023;51178025);中央高校基本科研业务费专项资金资助项目(2009JBZ016-4)

摘　　要：以CRH2型动车组制动通过铺设无缝线路的10跨简支梁桥为例,运用刚体动力学建立车辆模型,以空间梁单元模拟轨道和桥梁结构,非线性弹簧模拟线路纵向阻力,根据高速列车制动的特点确定列车制动力、轮轨密贴假定求解轮轨力,通过系统间全过程迭代求解系统方程,进行高速列车制动时车辆—轨道—桥梁系统动力响应分析。结果表明,在列车停车瞬间由于制动力的突然消失,车辆、轨道和桥梁结构的纵向均会出现最大振动;桥梁中间墩墩底截面的最大弯矩约为1 800kN.m,小于按我国桥涵设计规范中列车制动附加力静力计算方法得到的最大弯矩4 000kN.m,说明按规范中的静力计算方法计算的高速列车制动力有一定的冗余度。Taking a CRH2 train braking on a ten-span simply-supported bridge with continuously welded rail for example, vehicle model was established by rigid-body dynamics, and the track and bridge structure were simulated by spatial beam elements. Nonlinear springs were used to simulate longitudinal resistances of track, and the train braking force was determined according to the braking characteristics of high-speed train. Wheel-rail force was calculated with the assumptions of close contact and no elastic deformation be- tween wheel and rail, and system equation was solved by an inter-system iteration method. Then the dy- namic responses of vehicle-track-bridge system for high speed train braking on bridge were analyzed. Re- sults show that, the maximum longitudinal vibration occurs to vehicle, track and bridge structures at the moment of train stopping due to the sudden disappearance of braking force. The maximum bending mo- ment of the intermediate pier bottom section is about 1 800 kN · m, which is less than 4 000 kN · m ob- tained by the static force calculation method for train braking additional force according to the bridge design code in China. It indicates that the braking force of high-speed train obtained by the static force calculation method in design code is a little conservative.

关 键 词：高速列车 制动 车辆轨道-桥梁系统 梁轨纵向相互作用 动力分析 

分 类 号：U441[建筑科学—桥梁与隧道工程]