常导高速磁浮桥梁预拱度形式研究  

Analysis on pre-camber forms of high-speed EMS maglev bridge

作　　者：陈绪黎 向活跃[1] 田祥富 李永乐[1] 曾敏[2] CHEN Xu-li;XIANG Huo-yue;TIAN Xiang-fu;LI Yong-le;ZENG Min(Department of Bridge Engineering,School of Civil Engineering,Southwest Jiaotong University,Chengdu 610031,China;China Railway Siyuan Survey and Design Group Co.,Ltd.,Wuhan 430063,China)

机构地区：[1]西南交通大学土木工程学院桥梁工程系,四川成都610031 [2]中铁第四勘察设计院集团有限公司,湖北武汉430063

出　　处：《振动工程学报》2023年第3期652-661,共10页Journal of Vibration Engineering

基　　金：国家自然科学基金资助项目(51978589,51778544);中央高校基本科研业务费资助项目(2682021CG014);中铁四院常导高速磁浮桥梁系统关键技术研究项目(2019K108)。

摘　　要：为研究常导高速磁浮桥梁的预拱度形式,计算了单跨轨道梁、双跨轨道梁和40+60+40 m连续梁在列车静活载、温度、收缩徐变作用下的变形,并将以上变形组合为12种预拱度曲线;采用车‑桥耦合振动分析方法,讨论了不同预拱度条件下车速、额定悬浮间隙、温度及收缩徐变、桥梁结构形式等因素对磁浮列车行车性能的影响;以行车安全性和乘坐舒适性为评判指标,分析常导高速磁浮桥梁的合理预拱度形式。结果表明,车速越小、额定悬浮间隙越大,列车荷载、温度荷载和收缩徐变作用下的桥梁变形与预拱度方向相反、大小接近时,高速磁浮列车在单跨轨道梁上的舒适性和安全性指标更优;各预拱度工况下,磁浮列车在双跨轨道梁上的行车性能最优,单跨轨道梁较40+60+40 m连续梁的舒适性更优,行车安全性更差;基于设置预拱度后的行车性能,建议双跨度轨道梁可不设置预拱度,单跨轨道梁和40+60+40 m连续梁桥可按0.5和1倍列车静活载设置预拱度。To investigate the appropriate pre-camber of high-speed electromagnetic suspension(EMS)maglev bridges,the deformations of single-span guideway,double-span guideway and 40+60+40 m continuous girder under the action of train static load,temperature,shrinkage and creep are calculated,which are combined into 12 kinds of pre-camber curves.The influence of train speed,rated suspension clearance,temperature,shrinkage and creep,bridge structure on the performance of maglev train is discussed by means of train-bridge coupling vibration analysis method.With the driving safety and ride comfort index,the proper precamber form of the high-speed maglev bridge is analyzed.The results show that,the comfort and safety indexes of the high-speed maglev train on the single-span guideway are better,when the train speed is smaller,the rated suspension gap is larger,and the bridge deformation under train static load,temperature load,shrinkage and creep is opposite and close to the pre-camber.In each pre-arch condition,the train has the best driving performance on the double-span guideway,and the comfort of the train on the single-span guideway is better than that on the 40+60+40 m continuous girder,while the driving safety is worse.Based on the results of running performance,it is suggested that the pre-camber is not necessary for the double-span guideway,and the pre-camber for the single-span guideway and 40+60+40 m continuous beam can be set to 0.5 times and 1 time of train static load.

关 键 词：常导高速磁浮桥梁 车‑桥耦合振动 预拱度 收缩徐变 温度变形 

分 类 号：U443.35[建筑科学—桥梁与隧道工程]