提速客车通过限速钢桥的试验和动力分析

Test and Analysis of Existing Steel Railway Bridges when Speed-increase Passenger Train Passes

研究了提速客车车辆的动力性能 ,与空载货车相比 ,客车的脱轨系数 ( Q/ P)小 ,脱轨安全度不是桥梁横向刚度限值的控制因素。根据实测试验数据和车桥耦合振动理论分析 ,当提速客车以 14 0 km· h- 1和 160 km· h- 1的车速通过限速半穿式钢桁梁桥及下承钢板梁时 ,车辆具有富裕的脱轨安全度 ,车辆舒适度达到良好等级 ;桥梁跨中横向振幅 Amax随车速增加增大 ,但 Amax的绝对值较小 ,未超过 1978年检规的参考限值。本文分析了提速客车以 160 km· h- 1 的车速通过 3 2 m下承式钢板梁桥时的竖向共振特性 ,竖向共振没有使主梁动挠度最大值增加 ,不是桥梁竖向刚度的控制因素。文章最后讨论了钢桥横向振幅出现跳跃点的现象 ,建议当过桥车速超过 14 0 km· h- 1

In the paper, the dynamic performances of the speed increase coach are investigated. Compared with the vacant freight vehicles, the derailment factors of coaches are smaller, and the derailment safety is not a dominant factor to rate the lateral stiffness of bridge. Based on the real bridge testing dada, vehicle bridge dynamic coupling action of the existing steel railway bridges is analyzed. The results show that when the speed increase passenger vehicles pass through a half trough truss bridge or a steel plate girder bridge at a speed between 140 km·h -1 and 160 km·h -1 , the vehicles have sufficient safety derailment. The vehicles behave in a good riding comfort. The lateral amplitude of the mid span of the bridges increases with the speed of the passing vehicles. However the absolute values of the maximum amplitude are rather small and within the limit proposed in the rating code (1978). The vertical resonance character of a steel plate girder bridge with 32 m in span is also analyzed. The vertical resonance is found not the dominant factor in the vertical stiffness of the bridge, because the resonance does not increase the maximum dynamic deflections in the span. Finally, the phenomenon of the jump point in the lateral amplitude of the steel bridge is analyzed. It is suggested that the CWR rails orjoint frozen rails should be used to avoid the jump point in the lateral amplitude when the vehicles pass through the bridges at a speed over 140 km·h -1 .