摘要
现代社会的进步、经济发展和人民生活水平的提高对交通运输质量（快速、安全、舒适）
提出了更高的要求，为了适应这一需求，近年来我国铁路实施了分批分级的提速计划。客运由
100km／h逐步提速到120、140、160、200km／h，与此相应，货运由50km／h逐步提速到60、80、
100km／h。并正在实施快速和高速客运专线（200km／h－300km／h）的建设。而我国既有线上桥梁
大多数为中小跨度（20－40m）简支PC T梁和钢板梁，这些过去不同时期建造的桥粱，当初设计
时列车速度不高，当时的规范也未对列车通过桥梁的走行性评定作出规定。在提速中发现空载
货车在以大于 60km／h速度通过中小跨度桥粱时，桥梁发生了较大的横向谐振，特别是上承式钢
板梁，最大横向振幅达12mm。在客车以大于160km／h速度这些桥梁时，横向振幅也较大。因此，
如何通过仿真分析再现桥梁动力响应的理论研究，如何改造既有线桥梁使之满足提速后列车走
行性要求，以及研究适合快速和高速客运的桥粱结构形式，是我们今后的长期任务。
本文结合我国既有线提速和高速铁路的建设中中小跨度桥梁急需解决的问题展开了以下研
究：
首先，应用大型通用结构分析程序肥C／PATRAN、MSC／NASTRAN和MSC／DYTRAN建立了列车、
线路和桥梁系统的三维有限元分析较精确的模型，以车辆的速度和轨道不平顺等级作为输入条
件，采用显式积分方法，在每个时间步长中依次求解整个有限元模型中各个节点的加速度、速
度和位移、单元的应变率、单元应力、节点力，最终求得结构在分析时间内的加速度、位移、
力等随时间变化的响应值，由轮轨接触力求得轮重减载率和脱轨系数以评定行车安全性，由车
体的加速度评定运行平稳性。同时，就32米简支钢板梁桥横向振动的计算结果与实测结果进行
了比较，其振幅的随机性以及强迫频率吻合较好，从而验证了本仿真分析的可信性。
此外，本文提出按余弦波周期变化的横向力作为蛇行运动的简化模型，求解了引起桥梁横
向拍振的蛇行运动频率，与实测值基本接近，这对通过快速计算确定引起桥梁横向拍振的蛇行
运动频率具有实用意义。
针对上承式钢板梁桥发生的横向类共振现象，基于吸能减振原理对32米上承式钢板梁桥设
计了粘弹性阻尼器减振装置，并将减振装置安装于羊楼司桥上进行了实桥减振试验，取得了显
著效果。
针对既有线中小跨度简支钢板梁和PCT梁在提速后山现的横向振动过大的问题，用本文建
立的车线桥系统有限元模型，应用MSC／DYTRAN软件，分析了32米简支和多跨连续结合梁桥在
客车以 140－300km／h速度通过时的走行性。什对我国既有线上PC T梁出现的问题，提出了加固
方案并进行了走行性分析。研究结果对我国既有桥梁的改造和高速铁路桥粱建设具有重要参考
价值。
In modern society with the development in economy and the improvement on people's
standard of living, the more comfortable and more efficient transportaion means is required.
Furthermore, in order to increase the railway's competitive capability to that of freeway and
air transport, the train speed has been increased drastically in resent years. The speed of
passenger trains has been increased stag by stag from less than l00 km/h to l20. l40.
l60km/h or even 200km/h, and the speed of freight trains has been increased stage by stage
from 50 km/h tO 60. 80. l00 km/h. At the same time, special railway lines for high-speed
passenger trains (200-300km/h) are being constructed. In our country bridges of existing
railway tracks are almost simple PC T-type girders and I-type steel girders of 20-40 span
length which have been designed under the speed of l20km/h and without the consideration
of running quality However, When unloaded freight trains pass through the above bridges
with the speed higher than 60km/h, there is serious lateral resonance aroused from the bridge,
especially for simple I-type Steel girder with a maximum lateral displacement of l2mm. And
When the passenger trains pass through the above bridges with the speed higher than l60km/h,
the amplitude of the bridge's lateral vibration also exceeds the reference value of
specifications. So, how to simulate the dynamic response of vehicle-track -bridge system to
research the fitfol renovation method of existing railway bridges to meet the need of the
running quality of trains by increased speed and to research the structures suitable for
construction high speed railway are our important task.
On accoullt of the urgent need of the solution of problems of existing railway bridges
and high-speed railway bridges, in this paper the following problems are researched:
Firstly, the dynamic test and the numerical simulation are carried through for the
YangLouSi bridge(L=32m simple I-type steel girder). The finite element method is employed
in establishing the calculation model for the vehicle-track-bridge joint structure system, and
MSC/DYTRAN is adopted in the calculation of contact force between wheel and rail and in
analyzing the structure system dynamic response. The speed of vehicle and the rail
irregularities of different grade are input. The explicit method is adopted and in every time
step the grid-point accelerations. grid-point velocities and displacements. element strain
f＆tCS、CleffiCllt StfCSSCS slid CICffiCllt foFCCS t gfld polfltS sfC C8lCu18tCd．Flflslly hC ChsflgCS Of
accele血ions、displacements and forces with time are obtained．The running safety Is
evaluated by the wheel load reduction rate and derailment ratio and the riding comfort is
evaluated with the咒celeMions of vehicles．Then the esults of calculatlolls e compared
with the test values andthe randomlclty of＊thelclty lateral vibration amplitude and the forced
frequency of＊thency two re ye0 slml你 which verify the credltablllty of＊theablllty analysis method．
Moreovec the simplified analysis model ofslmulatingthe sn毗e motion as h忆raf force
changing accoding to coslne w uue In cwle Is put fo fiNlN加．nd with this model the sn毗
motlon frsrequencles that can Induce the h卜fsl esonance of the bud驴e o讪ined．The
calculated f6sults e cons卜比＊w讪the iC砒d one，so It has p fnfntlcal meaning on quickly
determining the sn劝“motion frequencies that can Induce the 血曰alresonance of the bridge
through simplified analysis．
To m1n河1e】atera！resonance o75e slmp！e Itwe stee！glder，6asd on enefgy
dlsslpatlontheom伽 vlscoelastlc damper device of32m simple N仰 st6el glder is
designed．Then the damper device Is installed in the YangLOusi brd驴 and the duamic 5
g
yetect Is conducted．yhe ie一主一一一回L大一言土d fCsultS manifest that the vlscoel一自白色一一主一一注Ic damper玉匡奎自二甲一一晖stl
引文
1 杨岳民，大跨度铁路桥梁车桥动力响应理论分析及试验研究，工学博士论文，铁道部科学研究院，1995．8
2 Sino_Japanses Joint Research on Dynamic Response Analysis for Vechicle, Track and Bridge, 1999. 3
3 国外高速铁路标准及规程汇编，铁道部标准计量研究所，1997．5
4 Carter F W, On the action of Locomotive driving wheel. Proc Roy Soc London, Ser A, 1926, 112:151-157
5 Kalker J J,A fast algorithm for the simplified theory of rolling contact. Vehicle dynamic analysis. Proc 8th IAVSD Symposia, MIT, Cambridge, 1983.591-605
6 翟婉明，车辆／轨道相互作用理论研究进展及发展趋势，力学进展，Vol．28 No．3 Aug．25，1998
7 曹雪琴，钢桁梁桥横向振动，中国铁道出版社，1991年
8 沈阳铁路局研究报告，沈山线客货列车提速试验报告之七，沈阳铁路局科委，沈阳铁路科研所，1996．7
9 铁道部科学研究院研究报告，京山线滦河大桥线桥动载试验报告，铁道部科学研究院，铁道建 筑研究所，1996．12
10 沈阳铁路局研究报告，沈山线客货列车提速试验报告之九，沈阳铁路局科委，沈阳桥检队，1996 年7月
11 铁道部科学研究院研究报告，沈山线客货列车提速试验报告之四，大凌河桥货车提速试验报告，铁道部科学研究院，铁道建筑研究所，1996．7
12 提速与重载状态下桥梁检验标准、加固方案与评估技术研究(B)——上承钢板梁加固方案与工艺研究，铁道部专业设计院，1999．6
13 C.E. Inglis. A Mathematical Treatise on Vibrations in Railway Bridges. Cambridge, 1934
14 Vladimir Kolousek. Dynamic Engineering Structure. London, 1973
15 藏其吉，车辆动力学的研究和发展，中国铁道科学，1994(2)
16 曾庆元，杨平。形成矩阵的“对号入座”法则与桁粱空间分析的桁段有限元法。铁道学报。1986(2)：48-59
17 松浦章夫，A study of dynamic behavior of bridge girder for high speed railway, 土木学会论文报告集，No．256．1976．10
18 松浦章夫，涌井，铁道车辆行走性长大吊桥折角限度，土木学会论文报告集，No．291．1979．11
19 曹雪琴，陈晓，列车通过桁梁桥横向振动随机分析，上海铁道学院，1984．3
20 L.Fryba. Vibration of solids and structures under moving loads, Noorhoff international publishing. Groningen 1972
21 Wiriyachai A., K.H. Chu, V.K. Garg. Bridge impact due to wheel and track irregularities ,Journal of the engineering mechanics division. ASCE. Vol. 108 August, 1982
22 Wiriyachai A., K.H. Chu, V.K. Garg. Impact study by various bridge models, Earthquake engineering and structural dynamics .Vol. 10 1982
23 S.P. Timoshenko. On the forced vibration of bridges ,Philosoph. magazine Ser .6.43 1992
24 高芒芒，中速及高速列车通过大跨度混凝土斜拉桥的动力分析，铁道部科学研究院铁道建筑研究所1997年度学术报告会论文集
25 夏禾，阎贵平，北方交通大学，铁路桥梁在高速列车作用下的动力响应研究，铁道工程学会工程振动学组1993论文集
26 岳渠德，周宏业，铁路车辆—轨道系统动力模型的现状及其展望，铁道工程学会工程振动学组1993论文集
27 孙建林，大跨度斜拉桥的横向振动特性分析，工学博士论文，铁道部科学研究院，1988．7
28 曹雪琴，车速提高对桥梁结构动力影响的初析，上海铁道学院土木系，1987年9月
29 曹雪琴，赵阳川，大跨度钢桁梁桥横向振动的实测与分析，上海铁道学院土木系，1987年10月
30 潘震涛，铁路桥梁横向振动试验研究，上海铁路局，1982．12
31 提速与重载状态下桥梁检验标准、加固方案与评估技术研究(C)——上承钢板梁加固方案与评估技术研究，铁道部科学研究院铁道建筑研究所，1999．6
32 J.J. Kalker. Review of wheel-rail rolling contact theories. Applied mechanics division .Vol 40 .ASME. 1980
33 K.H.Chu, V.K. Garg, T.L. Wang. Impact in railway pre-stressed concrete bridges, Journal of the structure engineering.ASCE. Vol. 112 No. 5 May 1986
34 K.H. Chu, V.K. Garg, C.L. Dhar. Railway-bridge impact: Simplified train and bridge model, Journal of the structure division . ASCE. Vol. 105 No. ST9 Sep 1979
35 Ton-Lo Wang. Impact and fatigue in open deck steel truss and ballasted pre-stressed concrete railway bridge. Partial fulfillment for Ph.D Illinois institute of technology . August 1984
36 P.R. Wen. Dynamic response of beams traversed by two-axle loads. J. Eng. Mech. Div. Proc. ASCE. 86.1960. EM5.2624
37 M.H. Bhatti, V.K. Garg, K.H. Chu. Dynamic interaction between freight train and steel bridge, Transaction of the ASME. 62/Vol 107. March 1985