悬挂胶轮列车与钢桥的振动试验及仿真研究

Experiment and Simulation Research on Vibration of Rubber-Tire Suspended Train and Steel Bridge

为评价悬挂胶轮列车及钢轨道梁桥的结构性能,以开封悬挂式单轨示范线为背景开展现场试验与仿真研究。开发了胶轮列车-钢轨道梁桥耦合振动分析程序,根据现场实测的胶轮车辆的空气弹簧、走行轮刚度和阻尼等力学参数,建立胶轮列车模型。对车桥动力响应的现场试验与动力仿真分析结果进行综合比较,采用相关规范对列车走行性以及轨道梁桥的动力性能进行综合评估。结果表明:车桥动力特性及其振动响应的理论与实测结果基本吻合,车桥耦合分析方法可应用于悬挂式胶轮单轨交通系统振动性能研究;轨道梁竖向挠跨比小于相关规范的限值,竖向刚度设计合理;在列车竖向静活载作用下,相邻两跨轨道梁梁端竖、横向转角之和最大值分别为4.5‰和1.5‰;车速80 km/h下轨道梁纵、横向应力动力系数最大值分别为1.17和1.14;考虑到悬挂式胶轮列车没有脱轨风险,列车轮重减载率及钢轨道梁桥横向加速度较传统铁路偏大,其相应限值可较现行铁路规范适当放松。

Field experiments and simulation analyses were conducted on a Kaifeng-suspended mono-rail demonstration line to evaluate the service performance of rubber-tire suspended vehicles and steel guideway bridges and provide appropriate criteria and operating and design parameters for this type of vehicle–bridge system.A rubber-tire suspended train–steel and guideway bridge coupling analysis program was developed.The vehicle–bridge coupling model was built according to the measured parameters,including the stiffness and damping of the pneumatic spring and travel wheels.The calculated and measured dynamic responses of the vehicle and bridge were compared.The dynamic performance of the vehicle–bridge structure was evaluated based on the calculations and related specifications.The results show that 1)it is feasible to use the vehicle–bridge coupling simulation method to investigate the structural vibration performance of a suspended mono-rail system;the simulation results were consistent with field measurement results;2)the ratio of the vertical deflection to the span of the steel guideway girder was less than the limit given in the specifications and the vertical stiffness of the structure was reasonable;3)the maximum vertical and lateral rotation angles between two adjacent beams at the beam-ends were 4.5‰and 1.5‰,respectively;4)the maximum dynamic factors of longitudinal and lateral stress of the steel guideway beam were 1.17 and 1.14,respectively,at a vehicle speed of 80 km/h;5)the unloading factor of the wheel and lateral acceleration of the guideway bridge were larger than those of conventional railway systems;the limits of these two indices could be set higher than in the current railway specifications as the suspended trains were unlikely to derail.