Influence of special additional deformation on high-speed train dynamic responses on an ultra-large span railway bridge

被引：0
|
作者：
Sun, Zhi'Ang [1 ,2 ]
Yang, Xinwen [1 ,2 ]
Zhao, Wenbo [3 ]
Qi, Zhigang [4 ]
机构：
[1] Shanghai Key Laboratory of Rail Infrastructure Durability and System Safety, Tongji University, Shanghai,201804, China
[2] Key Laboratory of Road and Traffic Engineering of the Ministry of Education, Tongji University, Shanghai,201804, China
[3] Infrastructure Inspection Research Institute, China Academy of Railway Sciences Corporation Limited, Beijing,100081, China
[4] Track Maintenance Department, China Railway Lanzhou Group Co., Ltd., Lanzhou,730030, China
来源：
Zhendong yu Chongji/Journal of Vibration and Shock | 2024年 / 43卷 / 20期
关键词：
Special boundary conditions such as high temperature difference cause additional track-bridge deformation; which affects track geometry and increases instability risk of high-speed trains. Based on the long-term monitoring data and field testing of a certain Yangtze River Bridge in China; extremes of temperature and wind speed data since the operation were introduced and characteristics of track geometry and dynamic responses were analyzed. A finite element model to analyze the influence of additional deformation on track geometry was established. A united simulation method; which is composed of finite element method and multi-body dynamics analysis; laid the foundation of explaining the influence of temperature difference on dynamic responses of a high-speed train. Results show that (1) the long-term monitoring data show that the maximum temperature is 41.3 °C and the minimum temperature is 8. 9 °C; the maximum temperature sudden rise is 4. 9 °C; and the maximum temperature sudden fall is 10. 7 °C. (2) Track geometry and track quality index of the Yangtze River Bridge was in a good state. Wheel-rail responses and vehicle vibration satisfied requirements.(3) The extreme temperature difference causes the rail expansion to reach a maximum of 630. 19 mm; and the maximum longitudinal level of rail to reach 19. 89 mm; which is beyond the limit; resulting in eccentric loadings. The vertical Sperling index in the areas of piers and rail expansion joints reaches 2.72; and lateral swing of the vehicle also becomes more obvious. © 2024 Chinese Vibration Engineering Society. All rights reserved;
D O I：
10.13465/j.cnki.jvs.2024.20.002
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页码：10 / 17
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