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车—轨—桥耦合动力系统影响参数分析
Analysis on the Influence Parameters of Vehicle-Track-Bridge Coupling Dynamics System
投稿时间:2019-04-06  修订日期:2019-05-31
DOI:
中文关键词:  动力系统  车轨桥耦合  振动方程  影响参数  数值分析
英文关键词:Dynamics system  Vehicle-track-bridge coupling  Vibration equation  Influence parameter  Numerical analysis.
基金项目:国家自然科学基金项目(面上项目,重点项目,重大项目)
作者单位E-mail
李锦华 华东交通大学土木建筑学院 jinhuali@foxmail.com 
黎文武 南昌铁路天河建设有限公司  
管海平 华东交通大学土木建筑学院  
李春祥 上海大学 土木工程系 Li-chunxiang@vip.sina.com 
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中文摘要:
      为了考虑高速列车、板式无砟轨道和桥梁相互作用的特点,需将列车模拟为质量-弹簧-阻尼多刚体相互约束的系统,建立车-轨-桥耦合系统的运动方程。本文通过建立该系统耦合运动方程,重点分析了双线列车以不同工况通过高速铁路桥梁时,列车行驶状态(速度、加速度)、列车悬挂系数、钢轨-轨道-桥梁连接参数分别对车-轨-桥耦合系统的动力学性能影响。结果表明:(1)列车的加速度和速度的变化对耦合系统有不同程度的影响,随着列车行使速度与加速度在一定范围内增加,车体自身结构的位移振动响应在逐渐减小,而钢轨和桥梁结构的位移振动响应则在不断增加;(2)列车悬挂参数的改变对列车自身结构影响较大,而对钢轨和桥梁结构影响很小;(3)车体一系刚度系数增大会引起列车系统结构振动响应变大,但车体二系刚度系数的增加却抑制了车体结构的振动响应;(4)列车、钢轨和桥梁的振动响应并不容易受到钢轨与桥梁间连接参数的影响,除了钢轨的最大加速度随着连续刚度系数增加呈线性递减。
英文摘要:
      In order to consider the characteristics of high-speed train, slab ballastless track and bridge interaction, the train is simulated as a mass-spring-damped multi-rigid body constrained system, and the motion equation of the car-rail-bridge coupling system is established. In this paper, firstly the coupling motion equation of the system is established, then the influence of parameters such as train driving state (speed, acceleration), train suspension coefficients, vehicle-track-bridge connection coefficients on the dynamic performance of trains, tracks and bridges is analyzed when the two-line train passes through the high-speed railway bridge under different working conditions. The results show: (1) The change of acceleration and speed of the train has different degrees of influence on the coupled system. With the increase of train speed and acceleration within a certain range, the displacement vibration response of the car body own structure is gradually reduced, but the displacement vibration response of the rail and bridge structure is gradually increased. (2) The change of train suspension parameters has a great influence on the train own structure, but has little effect on the rail and bridge structure. (3) The increase of the primary stiffness coefficient of the car body will cause the vibration response of the train system structure to increase, but the increase of the secondary stiffness coefficient of the car body suppresses the vibration response of the car body structure. (4) The vibration response of trains, rails and bridges is not easily affected by the connection parameters between the rails and the bridges, except that the maximum acceleration of the rails decreases almost linearly with the increase of the continuous stiffness coefficient.
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