龙卷风对车-桥系统T梁步行板荷载的影响规律

程飞; 李欢; 赵紫阳; 王磊; 刘飞; 何旭辉

doi:10.19713/j.cnki.43-1423/u.T20250192

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龙卷风对车-桥系统T梁步行板荷载的影响规律

桥梁隧道与结构 | 更新时间：2025-12-01

- 龙卷风对车-桥系统T梁步行板荷载的影响规律
- Influence of tornado-like vortex on loads on T-beam foot planks in train-bridge systems
- 铁道科学与工程学报 2025年22卷第11期页码：5007-5016
- 作者机构：
  
  1.中南大学土木工程学院，湖南长沙 410075
  2.高速铁路建造技术国家工程研究中心，湖南长沙 410075
  3.江苏省铁路集团有限公司，江苏南京 210049
  4.江苏高速铁路有限公司，江苏徐州 221000
  5.中铁第五勘察设计院集团有限公司，北京 102600
- 作者简介：
  
  李欢(1988—)，男，河南信阳人，副教授，博士，从事桥梁风工程及风致振动控制研究；E-mail：lihuan2016@csu.edu.cn
- 基金信息：
  
  国家自然科学基金资助项目(52208514;51925808;52327810);湖南省自然科学基金资助项目(2024JJ4063);中国中铁股份有限公司科技研究开发计划项目(重大专项课题(2021-专项-04-2));腾讯基金资助项目(探索奖2021)
- DOI：10.19713/j.cnki.43-1423/u.T20250192
  中图分类号： U24
- 收稿：2025-02-19，
  
  纸质出版：2025-11-28
- 稿件说明：
移动端阅览
程飞,李欢,赵紫阳等.龙卷风对车-桥系统T梁步行板荷载的影响规律[J].铁道科学与工程学报,2025,22(11):5007-5016.

CHENG Fei,LI Huan,ZHAO Ziyang,et al.Influence of tornado-like vortex on loads on T-beam foot planks in train-bridge systems[J].Journal of Railway Science and Engineering,2025,22(11):5007-5016.
程飞,李欢,赵紫阳等.龙卷风对车-桥系统T梁步行板荷载的影响规律[J].铁道科学与工程学报,2025,22(11):5007-5016. DOI： 10.19713/j.cnki.43-1423/u.T20250192.

CHENG Fei,LI Huan,ZHAO Ziyang,et al.Influence of tornado-like vortex on loads on T-beam foot planks in train-bridge systems[J].Journal of Railway Science and Engineering,2025,22(11):5007-5016. DOI： 10.19713/j.cnki.43-1423/u.T20250192.

摘要

随着我国铁路网建设的飞速发展，路网密度不断增大，以及近年来我国龙卷风发生概率的增大，铁路线路抗风问题备受关注。特别是铁路T梁步行板，由于其仅靠自重搭接，在龙卷风作用下，风掀问题尤其严重，严重影响列车行车安全。因此有必要对龙卷风作用下，车-桥系统T梁步行板的气动特性进行系统研究。为此，通过风洞测力试验，探明了在龙卷风作用下车-桥系统中新型T梁步行板(实面积比

=70%)升力系数

随着列车位置(迎、背风侧列车位置，列车与测试步行板相对距离

)、桥梁与涡核中心的相对位置(相对径向位置

与来流偏角

)、涡流比

的变化规律。结果表明：桥梁处于风场中不利位置时，在列车的影响下，步行板升力系数

相比无车工况显著减小，且在列车远离步行板时取得最不利荷载

max

。迎、背风侧步行板升力系数均随着径向距离增加呈现先增后减的趋势；随着来流相对偏角

的增加，背风侧步行板升力系数峰值增加，直至

=90°时大于迎风侧步行板的荷载。总的来看，步行板升力系数

对桥梁相对涡核的位置(

与

)较敏感，在

R/R

≈1(涡核半径处)，

=22.5°时取得最不利荷载

max

。涡流比并未改变步行板升力系数随列车位置与桥梁位置的变化规律，仅会影响其数值大小。结果表明，随着

从0.596增至1.374，其值呈减小趋势。

Abstract

The rapid expansion of China’s railway network has increased its density

and with frequent tornado in recent years

the issue of line wind has become a major concern. Particularly for railway T-beam foot planks

which rely solely on their own weight for connection

the problem of wind uplift during tornado is severe and pose a threat to train safety. Consequently

it is imperative to undertake a systematic study on the aerodynamic characteristics of foot planks composed of T-beams within a vehicle-bridge system under the influe

nce of tornadoes. Through wind tunnel force measurement tests

the variation pattern of the lift coefficient

of the new T-beam foot plank (with a solid area ratio of

=70%) in the train-bridge system under tornado conditions was investigated. The investigation focused on changes in train position (location of the train on the windward or leeward side

and the relative distance

between the train and the tested foot plank)

the relative position of the bridge to the vortex core center (relative radial position

and incoming flow deflection angle

)

and the swirl ratio

. The findings are as follows. When the bridge is situated in an unfavorable position within the wind field

and subjected to the effects of passing trains

the lift coefficient

of the foot planks undergoes a substantial reduction in comparison to scenarios without train traffic. The most unfavorable load

max is observed when the train is at a considerable distance from the foot planks. The lift coefficients of both the windward and leeward side foot planks exhibit a trend of initially increasing and then decreasing as the radial distance increases. Furthermore

an increase in the relative inflow angle

the peak lift coefficient of the leeward side foot plank increases

surpassing the load on the windward side foot plank when

reaches 90°. The lift coefficient

of the walkway is sensitive to the bridge’s relative position to the vortex core (

and

)

with the most unfavorable load

max

occurring at

≈1 and

=22.5°. The swirl ratio

can exert an influence

on the variation pattern of the foot plank’s lift coefficient with train and bridge positions

but not on its numerical value. As

increases from 0.596 to 1.374

a decreasing trend is exhibited.

关键词

Keywords

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