A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile fini...A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile finite element model of the cable-stayed bridge was established. Taking a bridge group including 40-32m simply-supported beam and (32+80+112)m single-tower cable-stayed bridge and 17-32m simply-supported beam on the Kunming-Shanghai high-speed railway as an example, the characteristics of CWR longitudinal force on the cable-stayed bridge were studied. It is shown that adjacent bridges must be considered in the calculation of the track expansion force and bending force on cable-stayed bridge. When the span amount of adjacent bridges is too numerous, it can be simplified as six spans; the fixed bearing of adjacent simply-supported beams should be placed on the side near the cable-stayed bridge; the track expansion device should be set at the bridge tower to reduce the track force near the bridge abutment.展开更多
In order to study the safety and the comfort of high-speed trains running on a single-tower cable-stayed bridge under spatial gust,a dynamic model of wind-train-bridge analysis model is built based on the autoregressi...In order to study the safety and the comfort of high-speed trains running on a single-tower cable-stayed bridge under spatial gust,a dynamic model of wind-train-bridge analysis model is built based on the autoregressive method,the multi-body dynamics method and the finite element method.On this basis,the influence of spatial gust model loading,the suspension parameters change,wind attack angle and speed on the train-bridge system are analyzed by combining the time/frequency domain analysis and statistical methods.The results show that the spatial gust environment is one of the most important factors affecting safety and comfort and can make the calculation result tend to be conservative and more conducive.The response changes caused by K_(py),K_(px) and K_(sx) changes are nearly linear,while Ksy shows nonlinear characteristics and the most sensitivity.Wind attack angle at 75°and 90°has the greatest influence on the vehicle-bridge system.For ride comfort index,when pre-set wind speed(α=75°)reaches 20 m/s,the vertical acceleration firstly exceeds the limit value;when wind speed(α=90°)reaches 21.5 m/s,the lateral acceleration firstly exceeds the limit value,and the ride comfort of the vehicle cannot be guaranteed.For running safety index,when pre-set wind speed(α=75°)reaches 24.6 m/s,the wheel unloading coefficient firstly exceeds the limit;when pre-set wind speed(α=90°)reaches 24.5 m/s,the derailment coefficient firstly exceeds the limit,and the running safety cannot be guaranteed.The results can provide a suitable reference for the safe and stable operation of trains on the bridge.展开更多
基金Project(51178469) supported by the National Natural Science Foundation of China
文摘A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile finite element model of the cable-stayed bridge was established. Taking a bridge group including 40-32m simply-supported beam and (32+80+112)m single-tower cable-stayed bridge and 17-32m simply-supported beam on the Kunming-Shanghai high-speed railway as an example, the characteristics of CWR longitudinal force on the cable-stayed bridge were studied. It is shown that adjacent bridges must be considered in the calculation of the track expansion force and bending force on cable-stayed bridge. When the span amount of adjacent bridges is too numerous, it can be simplified as six spans; the fixed bearing of adjacent simply-supported beams should be placed on the side near the cable-stayed bridge; the track expansion device should be set at the bridge tower to reduce the track force near the bridge abutment.
基金Project(20ZR1460700) supported by the Natural Science Foundation of Shanghai,ChinaProject supported by Shanghai Collaborative Innovation Research Center for Multi-network&Multi-modal Rail Transit,China。
文摘In order to study the safety and the comfort of high-speed trains running on a single-tower cable-stayed bridge under spatial gust,a dynamic model of wind-train-bridge analysis model is built based on the autoregressive method,the multi-body dynamics method and the finite element method.On this basis,the influence of spatial gust model loading,the suspension parameters change,wind attack angle and speed on the train-bridge system are analyzed by combining the time/frequency domain analysis and statistical methods.The results show that the spatial gust environment is one of the most important factors affecting safety and comfort and can make the calculation result tend to be conservative and more conducive.The response changes caused by K_(py),K_(px) and K_(sx) changes are nearly linear,while Ksy shows nonlinear characteristics and the most sensitivity.Wind attack angle at 75°and 90°has the greatest influence on the vehicle-bridge system.For ride comfort index,when pre-set wind speed(α=75°)reaches 20 m/s,the vertical acceleration firstly exceeds the limit value;when wind speed(α=90°)reaches 21.5 m/s,the lateral acceleration firstly exceeds the limit value,and the ride comfort of the vehicle cannot be guaranteed.For running safety index,when pre-set wind speed(α=75°)reaches 24.6 m/s,the wheel unloading coefficient firstly exceeds the limit;when pre-set wind speed(α=90°)reaches 24.5 m/s,the derailment coefficient firstly exceeds the limit,and the running safety cannot be guaranteed.The results can provide a suitable reference for the safe and stable operation of trains on the bridge.
