【摘要】 本文将列车-桥梁视为一整体振动系统,其振动特性随列车过桥时间变化。由势能驻值原理及形成结构矩阵的“对号入座”法则,导出此系统横向振动的矩阵方程。以车辆构架在桥上的实测蛇行波和车辆轮对在线路上的实测蛇行波为激振源,算出了列车分别以33、49、55、73、90km/h速度通过48m、648m、66m、72m、80m、92.96m、144m、192m单线简支钢桁梁桥时的车桥系统横向振动响应时程曲线,与实测比较接近。在此基础上,又算出了上述各跨桥梁的容许极限宽跨比、桥上列车横向摇摆力及其他结果,均与我国及美国、日本、英国等国《桥规》的规定值接近。更多还原

【Abstract】 The train and bridge are considered as a whole vibratingsystem whose vibration character varies with the passing time of thetrain through the bridge. The lateral vibration equations in matrix formof the system are derived by application of variational principle of thestationary potential energy and the "set-in-right position" rule of for-ming structural matrices. Taking the hunting curves of the underframeof the railway car on bridge and the hunting curves of the wheelsets ontrack obtained from cest as the excitation source, the paper calculatesthe lateral vibration response time-history of train-bridge system whena train runs through the single track simply supported steel truss bridgewith a respective span of 48m, 64m, 72m, 80m, 92.96m, 144m, and 192mat a respective speed of 33, 49, 55, 73, and 90km/h, the results of whichare found to be in satisfactory agreement with the test curves. Based onthe above, the paper computes the permissible limit values of bridge width-span ratio, the train rocking forces on bridge and others of the bridgewith the above mentioned spans, which are close to those specified bythe bridge design code in China, America, Japan, and Britain.更多还原