基于桥梁响应的高速列车横向摇摆力取值研究  

Study on Determining the Design Value of Lateral Swaying Force for High-speed Railway Bridges Based on the Responses of the Bridge

作　　者：李奇[1] 揭崇清 石龙 LI Qi;JIE Chongqing;SHI Long(Tongji University,Shanghai 200092,China;State Key Laboratory of High-speed Railway Track Technology,Beijing 100081,China)

机构地区：[1]同济大学,上海200092 [2]高速铁路轨道技术国家重点实验室,北京100081

出　　处：《铁道工程学报》2024年第5期28-33,40,共7页Journal of Railway Engineering Society

基　　金：国家自然科学基金项目(52178432);中国铁道科学研究院集团有限公司科研项目(2021YJ054)。

摘　　要：研究目的:列车的横向摇摆力是桥梁结构横向刚度设计的重要影响因素,然而现行设计横向摇摆力取值未充分考虑动力作用。本文采用车桥耦合仿真分析方法,分析列车车速、桥梁跨度和墩高对横向动力响应的影响。结合移动荷载列过桥理论,研究桥梁横向基频与横向动力响应之间的关系,得到桥梁横向共振发生条件。根据运营活载动效应不大于设计活载动效应的原则,通过设计横向摇摆力乘以横向动力放大系数的方式来更全面地考虑横向摇摆力的动力作用。研究结论:(1)在特定的速度范围内,桥梁结构的横向动力响应超过了设计横向摇摆力计算得出的静力响应,现行设计横向摇摆力取值偏于不安全;(2)简支梁的横向动力响应与跨度之间没有明显的相关性,墩高的影响更加显著,横向动力峰值出现的速度区间随着墩高的增加而减小;(3)对于横向基频在3.5~5 Hz范围内的简支梁,横向动力放大系数可取1.44,而在其他频率范围内,可以不考虑动力放大系数修正;(4)本研究可为高速列车横向摇摆力设计取值提供参考与借鉴。Research purposes:The lateral sway force of trains is a crucial factor influencing the lateral stiffness design of bridge structures.However,current design practices often inadequately consider the dynamic effects of lateral sway forces.This paper employs a coupled simulation analysis method for train-bridge interaction to investigate the impacts of train speed,bridge span,and pier height on lateral dynamic response.By integrating the theory of moving load passage over bridges,the relationship between the lateral fundamental frequency of bridges and lateral dynamic response is examined,elucidating the conditions for lateral resonance in bridges.Adhering to the principle that operational live load effects should not exceed design live load effects,an approach is proposed to comprehensively account for the dynamic effects of lateral sway forces by designing the lateral sway force multiplied by the lateral dynamic amplification factor.Research conclusions:(1)Within a specific velocity range,the lateral dynamic response of bridge structures exceeds the static response calculated based on the designed lateral sway force,revealing a tendency towards insecurity in the current assessment of lateral sway force values.(2)There is no significant correlation between the lateral dynamic response and the span of simply supported beams.However,the influence of pier height is more pronounced.The velocity range where lateral dynamic peaks occur diminishes with increasing pier height.(3)For simply supported beams with lateral fundamental frequencies within the range of 3.5 to 5 Hz,a lateral dynamic amplification factor of 1.44 can be applied.In other frequency ranges,the correction for dynamic amplification factor may be disregarded.(4)This study can serve as a reference for determining lateral sway force values in the design of high-speed train systems.

关 键 词：车桥耦合 高速铁路 横向摇摆力 共振 

分 类 号：U216.3[交通运输工程—道路与铁道工程] U213.2[建筑科学—桥梁与隧道工程] U448.1