高速铁路过渡段动态响应试验与仿真对比分析

Experiment and Simulation Contrastive Analysis on Dynamic Response of High Speed Railway Transition Section

研究目的:目前,国内外在高速车辆-轨道-路基耦合动力学理论及应用方面的研究大多侧重于轮轨关系。同时,各国铁路部门对路桥(涵)等过渡段型式进行了施工工艺、行车效果的现场实测和研究,取得了许多重要的研究成果。然而,对于无砟轨道各种过渡段路基的动态响应,目前的研究还很少。本文结合武广客运专线过渡段试验工点现场实测数据,考虑车辆、轨道和路基结构的特点和主要影响因素,建立一个可靠的车辆-轨道-路基空间耦合模型,以便进行高速铁路过渡没动态响应研究。研究结论:(1)有限元模型仿真计算结果与试验实测数据对比分析得到桥路过渡段结构的动态响应曲线变化趋势一致性很好;(2)高速铁路过渡段长度设置宜控制在40 m左右,可有效减小甚至消除过渡段结构层的动态响应,可以保证列车高速行车的安全性和舒适性;(3)桥路过渡段不同结构层的动应力、振动加速度、动位移等动态响应特征明显不同,主要表现为峰值大小、峰值出现位置有所差异,设置过渡段区段后,列车行驶引起的动态响应会明显减小到普通路基动态响应值;(4)过渡段结构层的动态响应受行车速度、列车轴重大小等因素影响,通常随行车速度、轴重的增大而呈现出增大趋势,其中受列车轴重影响显著;(5)本文研究结论可对高速铁路过渡段设计建设提供参考。

Research purposes ： The research on the theory and applications of high - speed vehicle - track - subgrade coupling dynamics has mostly focused on the wheel - rail relationship at home and abroad, many achievements about bridge- subgrade transition section have been obtained by using the field tests. However, few achievements on the dynamic response for subgrade transition zone of ballastless have been gotten. To provide the theoretical value and practical significance in high speed railway construction, a reliable vehicle - track - subgrade coupling model, which considers the main influence factors such as vehicle, track and subgrade together, has been established combining with Wuhan- Guangzhou line transition zone in this paperResearch conclusions：（ 1 ） The ca]culation results is in good agreement with the transition structure dynamic responsecurve by comparative analysis of test data. （2） The about 40 m, which can effectively reduce or even length of high speed railway transition section should be controlled eliminate the dynamic response of structure layer of the transition section, and can guarantee the high - speed train running safety and comfort. （3） Dynamic response characteristics of dynamic stress, vibration acceleration and dynamic displacement are obviously different between among transition section structure layers, which is mainly marked by the difference on the magnitude of the peak and the peak position. Through the transition section, the dynamic response induced by the train will be significantly reduced to ordinary subgrade dynamic response value. （4）The dynamic response of the transition structure layer affected by vehicle velocity, train axle load size and other factors, is usually increased with the increase of vehicle speed and axle load, among whic train axle load is remarkable influence on dynamic response. （5） The conclusions of this paper can provide reference for design and construction of high speed railway transition section