Longitudinal movement characteristics and rational restraint systems of long-span railway suspension bridges under train load
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摘要: 为研究列车荷载作用下大跨度铁路悬索桥纵向运动特性并明确合理纵向约束体系，通过现场试验分析了列车过桥时梁端纵向运动响应；以某在役铁路悬索桥为研究对象，构建了纵向动力精细化分析模型，与实测结果进行对比验证其可靠性；在此基础上建立了不同纵向约束体系分析模型，采用瞬态动力分析法对比了列车荷载作用下梁端纵向振动响应及关键连接构件受力规律。研究结果表明：采用单塔固定约束时，列车过桥引起的活动支座纵向位移峰值为9.80 mm，因支座摩阻力与梁轨相互作用影响，列车通过后支座未能迅速复位；所建立的纵向动力模型可精确地刻画列车过桥全过程支座纵向位移的动态变化，峰值位移与试验结果吻合良好；增加纵向约束刚度与附加阻尼均能有效抑制加劲梁纵向振动，纵飘体系下梁端纵向位移幅值达79.2 mm，设置中央扣后减小至43.1 mm，加设阻尼器进一步降至30.5 mm；中央扣能显著改善短吊索受力，未设中央扣时吊索最大弯曲应力为23.57 MPa，设置后降至8.03 MPa，降幅达65.9%；中央扣应力幅随纵向约束刚度增加呈增大趋势，增设阻尼器或考虑支座摩阻力后分别为191.59 MPa与205.92 MPa；过强的纵向约束刚度将导致短吊索弯曲应力倍增，引起中央扣应力集中，严重威胁跨中连接构件的服役寿命；大跨度铁路悬索桥纵向约束体系设计应综合考虑梁端纵向位移控制与短吊索的受力均衡，避免因纵向约束刚度过大引起构件不利内力集中。研究成果可为大跨度铁路悬索桥纵向约束体系的设计优化与健康运维提供参考。Abstract: To investigate the longitudinal movement characteristics of long-span railway suspension bridges under train loads and determine a rational longitudinal restraint system, a field test was conducted to analyze the longitudinal movement responses at the girder ends during train passage. A refined longitudinal dynamic analysis model was developed based on an in-service railway suspension bridge, and its reliability was verified by comparing with measured results. Based on this, analysis models of different longitudinal restraint systems were established, and a transient dynamic analysis method was adopted to compare the longitudinal vibration responses at the girder ends and the mechanical behaviors of key connecting components under train loads. The results indicate that when a single-tower fixed restraint is adopted, the peak longitudinal displacement of the movable bearing caused by train passage is 9.80 mm. Due to the influence of bearing friction and girder-rail interaction, the bearing fails to reset rapidly after the train passes. The developed longitudinal dynamic model accurately characterizes the dynamic variations of longitudinal bearing displacement during the whole process of train passage, and the peak displacement agrees well with the test results. Increasing longitudinal restraint stiffness and adding supplemental damping can both effectively suppress the longitudinal vibration of the stiffening girder. Under the floating system, the longitudinal displacement amplitude at the girder end reaches 79.2 mm, which decreases to 43.1 mm after the central buckle is set and further decreases to 30.5 mm after the damper is added. The central buckle significantly improves the mechanical behaviors of short hangers. Without the central buckle, the maximum bending stress of the hanger is 23.57 MPa, which decreases to 8.03 MPa after installation, with a reduction of 65.9%. The stress amplitude of the central buckle shows an increasing trend with the increase of longitudinal restraint stiffness and reaches 191.59 MPa and 205.92 MPa after adding dampers or considering bearing friction, respectively. Excessive longitudinal restraint stiffness doubles the bending stress of short hangers, causes stress concentration in the central buckle, and seriously threatens the service life of mid-span connecting components. The design of longitudinal restraint systems for long-span railway suspension bridges should comprehensively consider the longitudinal displacement control at the girder ends and the mechanical balance of short hangers to avoid unfavorable internal force concentration of components caused by excessive longitudinal restraint stiffness. The research results can provide a reference for the design optimization and healthy operation and maintenance of longitudinal restraint systems for long-span railway suspension bridges.
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图 1 某大跨度铁路悬索桥立面布置及约束体系
Figure 1. Elevation layout and restraint system of long-span railway suspension bridge
图 3 行车试验测点布置（下行线单侧布置）
Figure 3. Measurement point layout for train-passing test (single-side arrangement on down track)
图 6 列车过桥支座纵向位移时程曲线
Figure 6. Time history curves of bearing longitudinal displacement during train passage
图 7 不同行车速度下支座及伸缩缝纵向位移幅值
Figure 7. Amplitude of longitudinal displacement of bearing and expansion joint width under different train speeds
图 8 铁路悬索桥纵向动力精细化分析模型
Figure 8. Refined longitudinal dynamic analysis model of railway suspension bridge
图 9 基于环境激励的结构竖向振动响应及频谱特性
Figure 9. Vertical vibration responses and spectral characteristics of structure under ambient excitation
图 10 精细化模型与实测动态响应对比
Figure 10. Comparison of dynamic responses between refined model and field measurements
图 14 吊索的纵向缆梁位移差
Figure 14. Longitudinal displacement differences of cable beam in hangers
图 17 不同约束体系下短吊索弯曲应力
Figure 17. Bending stresses of short hangers under different restraint systems
图 18 不同纵向约束体系下中央扣应力
Figure 18. Stresses of central buckle under different restraint systems
表 1 铁路悬索桥模态特性对比
Table 1. Comparison of modal characteristics of railway suspension bridge
模态类型 振型 自振频率/Hz 相对误差/% FEM计算值 实测结果 主梁对称横弯 
0.163 0.177 7.7 主梁对称竖弯 
0.243 0.252 3.5 主梁反对称竖弯 
0.308 0.342 9.9 主梁反对称横弯 
0.410 0.439 6.6 主缆相向振动 
0.472 0.506 6.7 主梁纵向及竖弯 
0.520 0.542 4.0 
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