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为研究高墩简支梁桥上无砟轨道动力响应特征、获得不同时速列车激励下的梁-轨动力响应,对福建南平市建溪特大桥进行了为期55天的动力响应试验,采集到13天共58趟车次车致振动响应,标定1次。试验结果表明:在列车行驶侧,钢轨、道床板、桥面板竖向加速度幅值最大值分别为895.04m/s~2、21.87m/s~2、0.867m/s~2,横向加速度幅值最大分别为301.62m/s~2、38.53m/s~2、0.483m/s~2;道床板横向振动强于竖向,为CRTSⅠ型双块式无砟轨道系统在横向振动上的薄弱环节;全桥面板最大竖向加速度幅值为1.219m/s~2,小于《高速铁路设计规范》规定(5m/s~2);钢轨、道床板和桥面板的信号阻尼比分别为3.06%~9.29%、1.71%~5.85%、0.71%~3.40%。
In order to study the dynamic response characteristics of ballastless orbit on high pier simply supported girder bridge and to obtain the beam-rail dynamic response under different speed train excitation, a 55-day dynamic response test was carried out on Jianxi Bridge in Nanping City, Fujian Province. A total of 58 train trips to the car vibration response, calibration 1. The experimental results show that the maximum values of vertical acceleration of rail, track bed and bridge deck are 895.04m / s ~ 2,21.87m / s ~ 2,0.867m / s ~ 2 respectively on the traveling side of the train. The transverse acceleration amplitude The maximum is 301.62m / s ~ 2,38.53m / s ~ 2,0.483m / s ~ 2 respectively. The horizontal vibration of the ballast is stronger than the vertical, which is the weakness of the transverse vibration of CRTSⅠ double-block ballastless track system ; The maximum vertical acceleration amplitude of the full bridge deck is 1.219m / s ~ 2, which is less than that of “High Speed Railway Design Code” (5m / s ~ 2); the signal damping ratios of rail, ballast and bridge deck are respectively 3.06% 9.29%, 1.71% ~ 5.85%, 0.71% ~ 3.40%.