Citation

Xiong JZ, Gao MM, Yu HB. Zhongguo Tiedao Kexue 2006; 27(5): 54-59.

Affiliation

Railway Science and Technology Research and Development Center, China Academy of Railway Sciences, Beijing 100081, China

Copyright

(Copyright © 2006, Zhongguo Tiedao Kexue Yanjiuyuan)

DOI

unavailable

PMID

unavailable

Abstract

The space finite element model is established based on the preliminary design scheme of the main cable-stayed bridge of Tianxingzhou Yangtze River Bridge. The coupling vibration analysis of earthquake-vehicle-bridge is carried out by using dynamic time-history analytic method. The seismic load is selected according to the code of design, which permits only quite light destroy occurrence on the structure, at the same time the structure can be normally used under common earthquake. Dynamic response of the earthquake-vehicle-bridge coupling system was analyzed respectively for four cases. The first case is the loaded freight cars at the speed of 80 km - h(sup-scr)-1. The second case is empty freight cars at the speed of 80 km - h(sup-scr)-1. The third case is quasi-high speed passenger cars at the speed of 200 km - h(sup-scr)-1 and the fourth case is highspeed passenger cars at the speed of 250 km - h(sup-scr)-1. Results show that, the vibration accelerations of bridge meet the requirements according to the UIC Design Code. The maximum derailment coefficient is less than 0.8 under each case. The maximum rate of wheel load reduction at the high-speed passenger cars passing bridge case is 0.631, which exceeds the safety limit value 0.6 but is less than the allowable limited value 0.65. For the rest three cases, the maximum rate of wheel load reduction is less than the safety limit value 0.60 thus meets the safety standards. The trains can pass the bridge safely and comfortably (smoothly) at all cases. But under the same conditions of track and speed, the loaded freight train is safer than empty freight train.