Abstract

In this study, the principle of minimum potential energy has been used to deduce the mapping relationship between beam deformation and rail deformation with consideration of the constraint effects of a subgrade system. Based on the above mapping relationship, a dynamic simulation analysis on the train-track-bridge coupled system has been carried out. Taking the index of riding comfort as the investigation object, in combination with the specified limits in the relevant specification, an analysis has been carried out to determine the control threshold of beam deformation of high-speed railways. According to the simulation results, the dynamic response of different types of high-speed trains shows significantly different sensitivities to the pier settlement and the beam faulting. The threshold value in settlement control in the case of simultaneous settlement of two adjacent piers is smaller than that in the case of the single-pier settlement. Under the operating condition of beam faulting, the wheel unloading rate is more sensitive to the faulting of the beams than the vertical acceleration and Sperling’s ride index. To avoid the vertical acceleration specified limit of car body, it is recommended to maintain the pier settlement to less than 9.7 mm, and the beam faulting to less than 5.3 mm.

摘要

在本研究中，考虑路基系统的约束效应，利用最小势能原理推导出梁变形与钢轨变形的映射关系。基于上述映射关系，对列车-轨道-桥梁耦合系统进行了动态仿真分析。以乘坐舒适性指标为调查对象，结合相关规范中规定的限值，对高速铁路梁变形控制阈值进行了分析确定。仿真结果表明，不同类型高速列车的动力响应对桥墩沉降和横梁断层的敏感性存在显着差异。相邻两墩同时沉降时的沉降控制阈值小于单墩沉降时的沉降控制阈值。在横梁故障工况下，车轮卸荷率对横梁故障的敏感性高于垂直加速度和斯珀林行驶指数。为避免车身垂向加速度规定限值，建议保持桥墩沉降小于 9.7 mm，梁断层小于 5.3 mm。