中文核心期刊
CSCD来源期刊
中国科技核心期刊
RCCSE中国核心学术期刊
重庆交通大学学报（自然科学版）

重庆交通大学学报（自然科学版） ›› 2023, Vol. 42 ›› Issue (7): 52-59.DOI: 10.3969/j.issn.1674-0696.2023.07.08

• 交通+大数据人工智能 • 上一篇    

基于虚功原理的轨下支承失效动力响应研究

杨宏印1, 2, 吴楠昊1, 曹鸿猷3, 张威1, 刘章军1   

  1. (1. 武汉工程大学 土木工程与建筑学院，湖北 武汉 430073；2.桥梁结构健康与安全国家重点实验室， 湖北 武汉 430034； 3. 武汉理工大学 土木工程与建筑学院，湖北 武汉 430070)
  • 收稿日期:2021-09-06 修回日期:2022-03-28 发布日期:2023-09-08
  • 作者简介:杨宏印(1986—)，男，湖北荆门人，副教授，博士，主要从事车-桥耦合动力学、桥梁损伤检测与评估方面的研究。E-mail：yhyhust@163.com 通信作者：吴楠昊(1997—)，男，广东湛江人，硕士，主要从事车-桥耦合动力学方面的研究。E-mail：woshiwunanhao123@163.com
  • 基金资助:
    国家自然科学基金项目（51708429）；桥梁结构健康与安全国家重点实验室开放课题（2017-04-GF）；桥梁结构健康与安全国家重点实验室开放课题（2017-04-GF）；武汉市城乡建设局科技计划项目（201919）；湖北省高等学校优秀中青年科技创新团队计划项目（T2020010）；武汉工程大学第十三届研究生教育创新基金项目（CX2021116）

Dynamic Response of Under-Rail Support Failure Based on the Principle of Virtual Work

YANG Hongyin1,2, WU Nanhao1, CAO Hongyou3, ZHANG Wei1, LIU Zhangjun1   

  1. (1. School of Civil Engineering and Architecture, Wuhan Institute of Technology, Wuhan 430073, Hubei, China; 2. State Key Laboratory for Health and Safety of Bridge Structures, Wuhan 430034, Hubei, China; 3. School of Civil Engineering and Architecture, Wuhan University of Technology, Wuhan 430070, Hubei, China)
  • Received:2021-09-06 Revised:2022-03-28 Published:2023-09-08

PDF

摘要： 将列车、轨道和桥梁视为3个子结构，基于虚功原理分别推导了三者的动力耦合方程。各子方程按对号入座的方式组装成列车-轨道-桥梁耦合矩阵，其中轨道和桥梁子系统之间采用离散的弹簧-阻尼连接。由于轨下结构的破坏出现轨下支承失效时，计算模型应将轨道下端与桥梁相应连接的弹簧-阻尼去除，进而修正原始组装的刚度矩阵和阻尼矩阵。针对轨下支承失效问题，应用该方法分析了轨道和桥梁动力响应的变化规律。结果表明：轨下支承失效改变了连续的轨道支承刚度，导致车辆通过失效区域时的轮轨接触力剧烈变化；只考虑轨道的动力不平顺时，轨下基础支承缺陷对桥梁的位移响应影响较小，但会加剧桥梁的加速度响应；轨下支承失效的范围越大，轮轨接触力和桥梁的加速度越大；对于轨道的位移和加速度，两者会随轨下支承失效破坏区域的扩大和列车走行速度的提升而显著增加。

关键词: 桥梁工程；虚功原理；列车-轨道-桥梁耦合；轨下支承失效；轮轨接触力；位移；加速度

Abstract: Regarding trains, tracks and bridges as three substructures, the dynamic coupling equations of the above three were deduced based on the principle of virtual work. The sub-equations were assembled into a coupled matrix of train-track-bridge according to the way of taking a seat according to the number. Discrete spring-damping connections were used between the track and the bridge subsystem. When the under-rail support failed due to the damage of the under-rail structure, the calculation model should remove the spring-damping corresponding to the lower end of the track and the bridge, and then modify the stiffness matrix and damping matrix of the original assembly. Aiming at the problem of under-rail support failure, the proposed method was used to analyze the variation rule of dynamic response of the track and the bridge. The results show that the under-rail support failure changes the continuous track support stiffness, resulting in a drastic change in the wheel-rail contact force when the vehicle passes through the failure area. When only considering the dynamic unevenness of the track, the foundation support defect under the track has little effect on the displacement response of the bridge, but it will aggravate the acceleration response of the bridge. The greater the scope of under-rail support failure, the greater the wheel-rail contact force and bridge acceleration. For track displacement and acceleration, both will increase significantly with the expansion of the under-rail support failure area and the increase of train travel speed.

Key words: bridge engineering; principle of virtual work; train-track-bridge coupling; under-rail support failure; wheel-rail contact force; displacement; acceleration

中图分类号: