基于行车性能的大跨铁路悬索桥线-桥一体化管理方法

李小珍; 程益凡; 文晨; 王铭; 陈嵘; 王平

doi:10.19818/j.cnki.1671-1637.2026.006

基于行车性能的大跨铁路悬索桥线-桥一体化管理方法

doi: 10.19818/j.cnki.1671-1637.2026.006

李小珍^1,,
程益凡¹,
文晨¹,
王铭^1, ,,
陈嵘²,
王平²

1.
西南交通大学桥梁智能与绿色建造全国重点实验室，四川成都 611756
2.
西南交通大学高速铁路线路工程教育部重点实验室，四川成都 610031

基金项目:

国家自然科学基金项目 52208505

国家自然科学基金项目 U2468213

详细信息

作者简介:
李小珍（1970-），男，湖南安仁人，教授，博士生导师，工学博士，E-mail：xzhli@home.swjtu.edu.cn

通讯作者:
王铭（1989-），男，山东潍坊人，副研究员，工学博士，E-mail：ming.wang@swjtu.edu.cn

中图分类号: U448.25
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- 文章访问数: 11
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- 被引次数: 0
出版历程
- 收稿日期: 2025-01-21
- 录用日期: 2025-08-25
- 修回日期: 2025-06-27
- 刊出日期: 2026-01-28

Integrated track-bridge management method for large-span railway suspension bridges based on train operation performance

1.
State Key Laboratory of Bridge Intelligent and Green Construction, Southwest Jiaotong University, Chengdu 611756, Sichuan, China
2.
Key Laboratory of High-speed Railway Engineering of Ministry of Education, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

Funds:

National Natural Science Foundation of China 52208505

National Natural Science Foundation of China U2468213

More Information

Corresponding author: WANG Ming, associate researcher, PhD, E-mail: ming.wang@swjtu.edu.cn

Article Text (Baidu Translation)

摘要

摘要: 为建立适用于大跨度悬索桥的轨道线形管理方法与指标体系，弥补既有线路管理指标在桥梁及轨道运维中的不足，依托某主跨1 092 m的大跨度铁路悬索桥开展研究。通过车-线-桥耦合动力分析，研究了大跨桥梁变形引起的轨道线形演变对桥上高速列车运行的影响规律，识别了大跨桥上轨道线形的平顺性管理截止波长；基于波长分离方法，分离桥上轨道不平顺与桥梁动态纵断面，并对照区间线路的管理标准，提出大跨度铁路悬索桥场景下相统一的指标体系；量化分析了大跨铁路悬索桥轨道中各线形成分对车体加速度的影响。研究结果表明：大跨桥上轨道线形平顺性管理截止波长可采用120 m；基于截止波长实现桥上轨道不平顺与桥梁动态纵断面的有效分离，在此基础上使大跨铁路悬索桥轨道管理指标与区间线路标准相统一；基于行车平稳性指标限值，可以反推桥上轨道不平顺与桥梁动态纵断面的管理指标限值，形成大跨铁路悬索桥线-桥一体化管理指标体系，指导大跨度铁路悬索桥设计和运维。
- 桥梁工程 /
- 大跨度铁路悬索桥 /
- 一体化管理 /
- 桥梁变形 /
- 轨道平顺性 /
- 行车性能
Abstract: A management methodology and indicator system are expected to be established for track geometry on large-span suspension bridges to address the shortcomings of existing track management criteria in bridge and track maintenance. Taking a suspension bridge with a main span of 1 092 m as the research object, a vehicle-track-bridge coupled dynamic analysis was conducted to investigate the influence rule of bridge deformation-induced track geometry evolution on the operation of high-speed trains on the bridge. The cutoff wavelength for smoothness management of track geometry was also identified. Based on a wavelength separation approach, the track irregularities were distinguished from the dynamic longitudinal profile of the bridge. A unified indicator system applicable to large-span suspension bridge scenarios was proposed in reference to the management standards of conventional railway lines. Furthermore, a quantitative analysis was performed to evaluate the contributions of different track geometry components to car body acceleration. Research results show that a cutoff wavelength of 120 m can be adopted for track smoothness management on long-span bridges. Based on this cutoff wavelength, an effective separation between track irregularities and the dynamic longitudinal bridge profile can be achieved, enabling the track management indicators for large-span suspension bridges to be unified with those of conventional railway lines. According to ride comfort limits, the management thresholds for track irregularities and bridge longitudinal profiles can be determined. An integrated track-bridge management framework can thus be established for large-span railway suspension bridges, providing guidance for their design and operation.
- bridge engineering /
- long-span railway suspension bridge /
- integrated management /
- bridge deformation /
- track smoothness /
- train operation performance

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图 1 桥式布置（单位：m）

Figure 1. Bridge layout (unit: m)

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图 2 弦测法示意

Figure 2. Schematic of chord measurement method

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图 3 车-线-桥动力学模型

Figure 3. Vehicle-track-bridge dynamics model

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图 4 模型验证

Figure 4. Model validation

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图 5 轨道随机不平顺下车体竖向加速度

Figure 5. Vertical acceleration of vehicle body under effect of random track irregularities

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图 6 中点弦测法有效弦长的确定

Figure 6. Determination of effective chord length in the midpoint chord measurement method

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图 7 离心加速度对比

Figure 7. Comparison of centrifugal acceleration

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图 8 随机轨道不平顺下车体竖向加速度统计

Figure 8. Vertical acceleration statistics of the vehicle body under the effect of random track irregularities

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图 9 桥梁变形在不同波长段产生车体竖向加速度时程

Figure 9. Time history of vertical acceleration of the vehicle body caused by bridge deformation in different wavelength ranges

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图 10 桥梁变形在不同波长段产生车体竖向加速度统计关系

Figure 10. Statistical relationship between vertical acceleration of the vehicle body in different wavelength ranges of bridge deformation

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图 11 区间线路线形管理示意

Figure 11. Schematics of sectional track alignment management

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图 12 大跨悬索桥上线路线形管理示意

Figure 12. Schematics of track alignment management for long-span suspension bridges

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表 1 自振频率对比

Table 1. Comparison of natural frequencies

阶数	自振频率/Hz		偏差/%
阶数	本文模型	实测值	偏差/%
1	0.102	0.109	6.422
2	0.164	0.169	2.960
3	0.198	0.204	2.941
4	0.262	0.274	4.380

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表 2 不同波段车体加速度功率谱密度占比

Table 2. Proportion of power spectral density of vehicle body acceleration in different frequency ranges

输入激励	整体升降温工况/℃	不同波段的功率谱密度占比/%
输入激励	整体升降温工况/℃	0~120 m波长	120~200 m波长
随机不平顺+桥梁变形+设计纵断面	-10	98.8	0.5
	-20	97.0	0.8
	-30	93.1	1.7
	+10	96.9	0.8
	+20	92.9	1.7
	+30	87.4	3.0
桥梁变形+设计纵断面	-10	3.3	0.3
	-20	4.4	0.9
	-30	4.7	1.6
	+10	3.9	0.4
	+20	4.7	0.9
	+30	5.3	1.8

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表 3 不同波段线形组成成分

Table 3. Composition of wavelength Bands

波长范围	0~120 m	120 m以上
线形组成	轨道随机不平顺+0~120 m波段的桥梁变形	设计纵断面+120 m以上波段桥梁变形

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表 4 大跨桥线桥一体化管理指标

Table 4. Integrated management indexes for long-span bridge and track

线路	波段	0~120 m	120 m以上	加速度限值/（m·s^-2）
区间线路	管理对象	轨道不平顺	设计纵断面	1.0
	管理指标	300 m基线长矢距差法（长波）或60 m弦测值	曲线半径
	限值	≤10 mm	≥20 000 m
桥上线路	管理对象	桥上轨道不平顺（轨道随机不平顺+0~120 m波段的桥梁变形）	桥上动态纵断面（设计纵断面+120 m以上波段的桥梁变形）	1.3
	管理指标	60 m弦测值	曲线半径
	限值	≤9 mm	≥10 000 m

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