隧道结构内列车风荷载下接触网系统的风致振动响应

Vibrating response of overhead contact system(OCS) under loading of slipstreams induced of high speed train(HST) traveling through tunnel

以高速铁路隧道内接触网为研究对象,建立列车-隧道结构-接触网系统-空气的流固耦合计算模型,分析高速铁路隧道内列车风荷载下接触网系统的振动响应特性。研究结果表明:列车风荷载作用下接触网系统振型主要表现为,以沿着隧道纵向的前后摆动为主,左右摆动和扭转为辅;接触网系统的动位移和加速度的振动时间与振幅均与列车风相一致,即在列车风出现时接触网开始出现振动,车头达到时风速开始加大,振动位移、速度和加速度同步增大,在车尾经过时达到最大值,各方向分量的振动幅度大小顺序为:纵向分量>横向分量>竖向分量;衬砌的振动响应特性与接触网类似,但动位移的主频和振幅相对较少。研究结果可为高速铁路隧道内接触网的设计和施工提供参考。

This paper focuses on the vibrating response of OCS under slipstream loading. The calculation model composed of HST, OCS, tunnel structure and air was established, and the dynamic displacement, stresses and acceleration of both OCS and tunnel lining were analyzed based on fluid-structure interaction. The results suggest that: the leading direction of swung is to and fro along tunnel length, followed along the transverse of tunnel and then relative twist around the davit supporting OCS. Both the amplitude variation and duration of dynamic displacement, stresses and acceleration either OCS or tunnel lining are in accordance with slipstreams of HST. OCS begins to vibrate when the slipstream emerges, intensify suddenly when train cab reaches, and roll to their maximum when train rear approaches. The arrangement in order of magnitude involving 3 direction components on the dynamic displacement, stresses and acceleration, either OCS or tunnel lining, follows: longitudinal, transverse and vertical component. The dominant frequency and the size of tunnel vibration is much less than OCS. The results can provide valuable theoretical references for structure design, maintenance and reinforcement of HSR tunnels in the future.