行波激励下高烈度区特大铁路悬索桥减震技术研究  

Seismic reduction technology of long-span railway suspension bridge in high-intensity area with the action of traveling wave effect

作　　者：宋光松 江辉[1] 郭辉 陈良江 卢文良[1] 周勇政 何友娣[5] SONG Guangsong;JIANG Hui;GUO Hui;CHEN Liangjiang;LU Wenliang;ZHOU Yongzheng;HE Youdi(School of Civil Engineering,Beijing Jiaotong University,Beijing 100044,China;China Academy of Railway Sciences Co.,Ltd.,Beijing 100081,China;State Key Laboratory for Track Technology of High-speed Railway,Beijing 100081,China;China Railway Economic and Planning Research Institute Co.,Ltd.,Beijing 100038,China;China Railway Major Bridge Reconnaissance&Design Group Co.,Ltd.,Wuhan 430056,China)

机构地区：[1]北京交通大学土木建筑工程学院,北京100044 [2]中国铁道科学研究院集团有限公司,北京100081 [3]高速铁路轨道技术国家重点实验室,北京100081 [4]中国铁路经济规划研究院有限公司,北京100038 [5]中铁大桥勘测设计院集团有限公司,湖北武汉430056

出　　处：《铁道科学与工程学报》2022年第11期3303-3315,共13页Journal of Railway Science and Engineering

基　　金：中国国家铁路集团有限公司系统性重大课题资助项目(P2019G002);中国铁道科学研究院高速铁路轨道技术国家重点实验室开放课题资助项目(2019YJ193);高等学校学科创新引智计划(“111计划”)资助项目(B13002)。

摘　　要：为研究行波激励下高烈度区大跨度铁路悬索桥的地震响应特性及减震技术,以我国某千米级跨径铁路悬索桥为对象,建立数值模型开展多点激励时程计算,分析行波效应对结构响应的影响及不同装置的减震效果。研究结果表明:各构件响应随视波速的增大及行波方向的改变未呈规则分布;特定视波速(750,1 000,2 000 m/s)下,行波共振现象会放大响应的变化幅度,由此对结构抗震设计造成的不利影响需格外关注。较一致激励,行波效应可使梁端位移、东塔塔底弯矩下降64.20%和41.24%,使塔顶位移、西塔塔底弯矩增大116.06%和46.51%。主梁跨中布置耗能型中央扣可避免柔性中央扣因应力过大而破坏;“耗能型中央扣+E型钢阻尼器”措施可大幅降低梁端位移,但会增大桥塔轴力;“耗能型中央扣+黏滞阻尼器”的组合减震方案可同时降低结构的位移及内力响应,更适用于高烈度区大跨度铁路悬索桥的减震控制。To study the seismic response characteristics and reduction technologies of long-span railway suspension bridges in high-intensity areas excited by the traveling wave, based on the case study of a kilometer-scale-span railway suspension bridge, the numerical model of the bridge was established to carry out multi-support excitation time-history analysis. The influences of the traveling wave effect on structural responses and seismic reduction effects of different devices were analyzed. The results are drawn as follows. With the increase of apparent wave velocities and the change of directions, the structural responses don’t show regular distributions. Under the specific apparent wave velocity(i. e., 750, 1 000, and 2 000 m/s), the bridge will experience traveling wave resonance, which will amplify the variation of responses. Thus, the resulting adverse effects need to be paid special attention in the seismic design. Compared with the uniform excitation, the traveling wave effect can reduce the girder end displacements and the east tower bottoms’ bending moments by 64.20% and 41.24%, and increase the tower top displacements and the west tower bottoms’ bending moments by 116.06% and 46.51%. The tensile stresses over-limit damage of flexible central buckles can be avoided with the arrangement of energy-dissipating central buckles. The combination of “energy-dissipating central buckles + E-shaped steel dampers” can significantly reduce the girder end displacements, but it will increase axial forces of towers. And the combination of “energy-dissipating central buckles+viscous dampers” can reduce the displacements and internal forces at the same time, and is more suitable for the seismic reduction control of large-span railway suspension bridges in high-intensity areas.

关 键 词：大跨度铁路悬索桥 行波效应 地震响应 减震技术 耗能型中央扣 E型钢阻尼器 黏滞阻尼器 

分 类 号：U24[交通运输工程—道路与铁道工程]