Control threshold of pier settlement in high-speed railways based on train vibrations
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摘要: 为保障高速铁路桥墩沉降区域的列车运行安全平稳性，提出了一种基于列车-轨道-桥梁动力相互作用理论的高速铁路桥墩沉降控制阈值研究方法；探讨了既有标准中的桥墩沉降限值，并确定了影响桥墩沉降控制阈值的关键因素；基于列车-轨道-桥梁动力相互作用理论，考虑轨道随机不平顺、轮轨非线性接触关系等非线性因素，建立了考虑桥墩沉降和多影响因素的高速列车-轨道-桥梁耦合动力学模型；在此基础上，研究了多因素条件下桥墩沉降对列车-轨道-桥梁系统的影响，并从保证列车安全平稳运营的角度提出了适用于中国高速铁路桥墩沉降的控制阈值。研究结果表明：研究高速铁路桥墩沉降控制阈值时不能忽略轨道随机不平顺、温度作用、混凝土收缩徐变等因素的影响；随着桥梁跨度的增大，混凝土收缩徐变和温度作用导致车体垂向加速度和轮重减载率增大，桥墩沉降则导致上述指标减小；考虑多因素后，车体垂向加速度和轮重减载率与不考虑这些影响因素相比明显增大；随着桥墩沉降的增大，列车通过不同不平顺样本时车体垂向加速度和轮重减载率均超标；为保证列车运行安全性与乘坐舒适性，高速铁路桥墩沉降控制阈值建议为10 mm；在本文得到的控制阈值基础上进一步考虑施工误差等其他因素即可得到准确的标准限值，研究结果可为桥墩沉降限值的最终确定提供研究方法和数据支撑。Abstract: For the safety and smoothness of running trains in the pier settlement area of high-speed railways, a method to investigate the control threshold of pier settlement in high-speed railways was proposed based on the train-track-bridge dynamic interaction theory. The limit values of pier settlement in existing standards were discussed, and the key factors affecting the control threshold of pier settlement were determined. In view of the nonlinear factors including the track random irregularity and wheel-rail nonlinear contact relationship, a high-speed train-track-bridge coupled dynamics model considering the pier settlement and multi-factor was built based on the train-track-bridge dynamic interaction theory. On this basis, the influence of pier settlement on the train-track-bridge system under the multi-factor influence was studied, and the control threshold of pier settlement for high-speed railways in China was proposed to ensure the safety and smoothness of the running train. Research results show that the factors including the track random irregularity, temperature action, and concrete shrinkage and creep cannot be ignored in studying the control threshold of pier settlement in high-speed railways. As the bridge span is broader, the concrete shrinkage and creep and temperature action cause the increases in the carbody vertical acceleration and wheel unloading rate, while the pier settlement leads to the decrease in the above indicators. The carbody acceleration and wheel unloading rate considering the multi-factor are significantly higher than those without considering the multi-factor. As the pier settlement is larger, the carbody vertical accelerations and wheel unloading rates exceed the limit values when the train runs through different irregularity samples. The control threshold of pier settlement for high-speed railways is suggested to be 10 mm to guarantee the running safety and ride comfort of the running train. Based on the control threshold obtained in this paper, the accurate standard limit value can be obtained by further considering other factors, such as construction errors. The research results can provide a method and data supporting for the final determination of the limit value of pier settlement. 3 tabs, 15 figs, 30 refs.
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图 2 基于车轨桥动力相互作用的高速铁路桥墩沉降控制阈值研究方法
Figure 2. Methodology for determining pier settlement control threshold of high-speed railway based on train- track-bridge dynamic interaction
图 4 考虑多因素的高速列车-轨道-桥梁动力学模型
Figure 4. High-speed train-track-bridge dynamics model considering multi-factor
图 9 多因素对不同跨度桥梁变形的影响
Figure 9. Influences of multi-factor on deformations of bridges with different spans
图 11 列车以不同速度通过不同跨度简支梁桥时各因素对车辆动力性能的影响
Figure 11. Influences of different factors on train dynamic performance when passing through simply supported beam bridges with different spans at different running speeds
图 12 考虑与未考虑多因素时的列车振动
Figure 12. Train vibrations considering and without considering multi-factor
图 13 列车通过不同跨度桥梁变形区域时的动力性能
Figure 13. Dynamic performance of train when passing through deformation areas of bridges with different spans
图 15 不同不平顺样本下的桥墩沉降控制阈值
Figure 15. Control thresholds of pier settlement under different irregularity samples
表 1 静定桥梁桥墩沉降限值
Table 1. Pier settlement limit values for statically determinate bridge
mm 规范编号 均匀沉降(有砟/无砟) 不均匀沉降(有砟/无砟) TB 10002.1—2005 80/40 40/20 TB 10002.5—2005 80/40 40/20 铁建设[2005]140号 50/50 20/20 铁建设[2007]47号 30/20 15/5 TB 10621—2009 30/20 15/5 Q/CR 9300—2014 50/20(250 km·h-1)，80/40(160 km·h-1) 20/10 TB 10621—2014 30/20 15/5 TB 10002—2017 30/20(250 km·h-1)，50/20(200 km·h-1)，80/20(160 km·h-1) 15/5(250 km·h-1)，20/10(200 km·h-1)，40/10(160 km·h-1) 
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表 2 列车动力学参数
Table 2. Dynamics parameters of train
参数 数值 车辆定距/m 17.5 轴距/m 2.5 轮对名义滚动圆直径/m 0.86 车体质量/kg 33.766 构架质量/kg 2.4 轮对质量/kg 1.85 车体惯量/(t·m2) 1 654.5 构架惯量/(t·m2) 1.314 轮对惯量/(t·m2) 0.123 一系悬挂刚度(每轴箱)/(MN·m-1) 1.18 二系悬挂刚度(每侧)/(MN·m-1) 0.19
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表 3 轨道关键参数
Table 3. Key parameters of track
参数 数值 钢轨每延米质量/kg 60.64 钢轨弹性模量/GPa 205.9 扣件间距/m 0.65 扣件刚度/(MN·m-1) 3.0×104 扣件阻尼/(N·s·m-1) 1.0×104 道床板混凝土等级 C40 道床板截面尺寸/m2 2.8×0.26 道床板密度/(kg·m-3) 2 500
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