基于动态弦测值的大跨铁路斜拉桥成桥线形评价方法研究

孙宗磊; 王胜杰; 郭向荣; 李艳

doi:10.19713/j.cnki.43-1423/u.T20251520

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基于动态弦测值的大跨铁路斜拉桥成桥线形评价方法研究

桥梁隧道与结构 | 更新时间：2026-07-24

- 基于动态弦测值的大跨铁路斜拉桥成桥线形评价方法研究
- Evaluation method of bridge alignment for long-span railway cable-stayed bridges based on dynamic chord measurement values
- 铁道科学与工程学报 2026年23卷第7期页码：3353-3364
- 作者机构：
  
  1.中国铁路经济规划研究院有限公司，北京 100844
  2.中国铁路设计集团有限公司，天津 300308
  3.中南大学土木工程学院，湖南长沙410075
- 作者简介：
  
  王胜杰(1991—)，男，河北石家庄人，高级工程师，从事桥梁设计及施工控制研究；E-mail：wangshengjie@crdc.com
- 基金信息：
  
  中国国家铁路集团有限公司科技研究开发计划课题(K2021G013);中国铁路设计集团有限公司科技开发课题(2025B0348010)
- DOI：10.19713/j.cnki.43-1423/u.T20251520
  中图分类号： U213.2
- 收稿：2025-09-28，
  
  网络首发：2026-07-24，
  
  纸质出版：2026-07-28
- 稿件说明：
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孙宗磊,王胜杰,郭向荣等.基于动态弦测值的大跨铁路斜拉桥成桥线形评价方法研究[J].铁道科学与工程学报,2026,23(07):3353-3364.

SUN Zonglei,WANG Shengjie,GUO Xiangrong,et al.Evaluation method of bridge alignment for long-span railway cable-stayed bridges based on dynamic chord measurement values[J].Journal of Railway Science and Engineering,2026,23(07):3353-3364.
孙宗磊,王胜杰,郭向荣等.基于动态弦测值的大跨铁路斜拉桥成桥线形评价方法研究[J].铁道科学与工程学报,2026,23(07):3353-3364. DOI： 10.19713/j.cnki.43-1423/u.T20251520.

SUN Zonglei,WANG Shengjie,GUO Xiangrong,et al.Evaluation method of bridge alignment for long-span railway cable-stayed bridges based on dynamic chord measurement values[J].Journal of Railway Science and Engineering,2026,23(07):3353-3364. DOI： 10.19713/j.cnki.43-1423/u.T20251520.

摘要

大跨度铁路斜拉桥的成桥线形会因为温度、混凝土徐变等作用而发生变化，其导致的轨道不平顺属于静态不平顺，列车过桥时，桥梁线形还将发生与车辆位置相关的动态变化，其与静态不平顺叠加后形成轨道动态不平顺。为明确列车动力响应与静态成桥目标线形和轨道动态不平顺的相关性，以3座大跨度无砟轨道斜拉桥为研究对象，考虑桥梁设计的人形坡纵断面或预拱及温度、混凝土徐变等因素，开展系统的车-线-桥耦合仿真计算。研究结果表明：主跨300、350和450 m斜拉桥满足列车走行性要求的最优成桥目标线形分别为设徐变、1/2静活载和徐变+1/2静活载预拱量的人形坡竖曲线方案。进一步研究得出，若对列车过桥时各位置的动态轨面不平顺求取其动态60 m弦中点弦测值最值，以其来反映有车时桥梁轨面的动态不平顺，更能表征轨面动态不平顺与列车动力响应的关联度，故提出了采用动态弦测值最值作为大跨度斜拉桥轨面动态不平顺评价标准的新思路，通过对仿真计算结果进行统计和拟合，推荐设计时速350 km的斜拉桥动态60 m弦中点弦测值最值限值取为16 mm，并针对大跨度铁路斜拉桥提出了在静态成桥线形基础上，以桥塔支点为中心加载列车荷载来求解动态弦测值最值的简化计算方法。研究结果可为该类型桥梁在设计阶段确定成桥目标线形提供有效的评价手段。

Abstract

The bridge shape of a large-span railway cable-stayed bridge will change due to temperature

creep

and other factors

resulting in track irregularities that belong to static irregularities. When a train crosses the bridge

the bridge shape will also undergo dynamic changes related to the position of the vehicle

which combined with static irregularities

form track dynamic irregularities. In order to clarify the correlation between train dynamic response and static bridge target alignment and track dynamic roughness

three large-span ballastless track cable-stayed bridges were taken as the research objects. Considering the longitudinal section or pre arch of the bridge design

as well as factors such as temperature and creep

a systematic vehicle bridge coupling simulation calculation was carried out. The research results indicate that the optimal target bridge shapes for three cable-stayed bridges with main spans of 300

350

and 450 m to meet the requirements of train running are the humanoid slope vertical curve schemes with creep

1/2 static live load

and creep+1/2 static live load pre arch amounts

respectively. Further research has found that if the dynamic rail surface roughness at each position of the train crossing the bridge is calculated to obtain the maximum value of the dynamic 60 m chord midpoint chord measurement. It can reflect the dynamic roughness of the bridge rail surface when there is a train

and better characterize the correlation between the dynamic roughness of the rail surface and the dynamic response of the train. Therefore

a new idea of using the maximum value of the dynamic chord measurement as the evaluation standard for the dynamic roughness of the large-span cable-stayed bridge rail surface is proposed. Through statistical analysis and fitting of the simulation calculation results

it is recommended that the maximum value of the dynamic 60 m chord midpoint chord measurement of the cable-stayed bridge with a design speed of 350 km/h be set as 16 mm. For large-span railway cable-stayed bridges

based on the static bridge shape

the bridge tower pivot is taken as the center. A simplified calculation method for determining the maximum dynamic chord measurement value by loading the train load. The research results can provide an effective evaluation method for determining the target alignment of this type of bridge during the design phase.

关键词

Keywords

references

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