30m简支梁桥墩车桥耦合动力仿真分析

Simulation Analysis on Train-Bridge Coupling Vibration Force of 30 m Simply Supported Gird's Piers

根据车桥耦合振动分析理论,运用桥梁结构动力分析程序BDAP,针对城际轨道交通30m简支梁桥墩3种不同墩高方案,采用空间有限元建立全桥动力分析模型,对桥梁空间自振特性进行了计算,并对3种不同墩高方案在CRH2和德国ICE3动车组作用下的车桥空间耦合振动进行了分析,评价3种不同墩高方案的动力性能以及列车运行安全性与舒适性。研究结论表明:(1)3种墩高方案(H=8m、12m、15m)的全桥一阶横向自振频率分别是0.909Hz、1.051Hz和1.034Hz;(2)在CRH2和ICE3动车组以速度160km/h通过时,简支梁跨中竖向振动位移和竖向振动加速度较小,在限值以内;(3)在CRH2和德国ICE3动车组以速度160km/h运行时,车辆竖向和横向舒适性均能达到"优"。说明3种墩高方案具有足够的全桥横向刚度,满足列车时速160km行车的安全性和良好舒适性要求。

According to the coupling vibration analysis theory, by using the bridge structure dynamic analysis program BDAP, and aiming at three different schemes of pier heights of 30 m simply supported gird in an intercity railway, the dynamic analysis mode of whole bridge was established based on spatial finite element method, and the characteristic of spatial natural vibration of the bridge was calculated. Furthermore, train-bridge coupling vibrations force of three different pier heights under the action of CRH2 EMU and German ICE3 EMU were analyzed respectively, and then the dynamic property as well as the operation safety and comfort level of the trains were also assessed respectively. The study results show that, （1） whole-bridge first-order transverse natural vibration frequencies of three height schemes （H=8 m, 12 m, 15 m） respectively are 0. 909 Hz, 1. 051 Hz and 1. 034 Hz; （2） when CRH2 EMU and ICE3 EMU passing through the gird with the speed of 160 km/h, the vertical vibration displacement and vertical vibration accelerate of the midspan of the simply supported gird is smaller and is within the allowable value; （3） when CRH2 EMU and ICE3 EMU running through the gird with the speed of 160 km/h, the excellent comfort level on both vertical and transverse directions of trains can be achieved. So the conclusion is that, the three schemes of pier heights can all have enough whole-bridge transverse stiffness and can all meet the requirements of operation safety and comfort level of trains under the speed of 160 km/h.