高铁站房结构在列车荷载激励下的振动响应分析

发布时间：2018-02-27 10:38

本文关键词： 高速铁路站房结构仿真分析环境振动频域模型　出处：《西南交通大学》2017年硕士论文　论文类型：学位论文

【摘要】：高速铁路凭借其速度快、功耗低、运量大、污染小、安全性高等优点,迅速成为了各国现代交通运输的主要工具。但高速铁路给大家带来便利的同时,也给沿线居民带来了一系列环境振动问题。在此背景下,本文针对高速列车荷载激励下站房结构的振动问题进行了深入的研究。本文以重庆沙坪坝综合交通枢纽为工程背景。建立车辆-轨道模型、轨道-土体有限元模型和站房结构有限元模型,求解得到了站台和站房的振动响应结果。通过对成灌快铁安德站的振动实测,验证了本文建模方法的合理性。针对站房结构的振动响应分析,共分3种情况设置了 13种工况,以分析在高速列车荷载激励下站房结构的振动响应。并进一步分析了扣件刚度和减振垫刚度对站台和站房振动响应的影响。得到主要结论如下:(1)各工况下,站台振动优势频率范围为20 Hz～63 Hz,各站台的最大振动均集中在40 Hz左右;站房振动优势频域范围为10 Hz～63 Hz,各观测点的振动最大值均集中在40 Hz左右,这与轮轨力的频谱曲线一致。(2)列车同时通过两条到发线的情况:列车同时通过线路6、7时,引起的站台振动响应最大,最大振动出现在站台3;列车同时通过线路1、2时引起的站台振动最小。列车同时通过线路2、3时,引起的站房振动响应最大;列车同时通过线路6、7时引起的站房振动最小。(3)正线列车过站时,到发线列车对站台和站房振动影响可以忽略不计,仅考虑正线列车引起的站台和站房振动。当列车以小于220 km/h通过正线轨道4、5时,站台和站房的振动均满足限值要求;列车以70 km/h通过到发线时,站台和站房的振动满足限值要求。(4)增加扣件刚度可以有效削减站台和站房6.3～31.5 Hz频率范围内的振动响应。减振垫可有效削弱12.5～80 Hz频率范围的振动,减振垫刚度为2.5×106N/m时,站房减振效果最好。
[Abstract]:With its advantages of high speed, low power consumption, large volume of transportation, low pollution and high safety, high speed railway has become the main means of modern transportation in many countries, but it has brought convenience to all of us at the same time. It also brings a series of environmental vibration problems to residents along the route. In this paper, the vibration problem of station building structure under high speed train load is studied in depth. Taking Shapingba Comprehensive Transportation Hub in Chongqing as the engineering background, the vehicle-track model is established. The results of vibration response of the platform and the station room are obtained by the finite element model of track soil and the finite element model of the station structure. The rationality of the modeling method in this paper is verified. According to the vibration response analysis of the station building structure, 13 working conditions are set up in 3 kinds of cases. In order to analyze the vibration response of the station building structure under the high speed train load, and further analyze the influence of the stiffness of fastener and the damping pad on the vibration response of the platform and the station room, the main conclusions are as follows: 1) under different working conditions, The dominant frequency range of platform vibration is 20 Hz~63 Hz, the maximum vibration of each platform is about 40 Hz, the dominant frequency range of station vibration is 10 Hz~63 Hz, and the maximum vibration of each observation point is about 40 Hz. This is consistent with the frequency spectrum curve of wheel / rail force.) the train passes through two arrival lines at the same time: the train passes through the line 6 and 7:00 at the same time, which results in the most vibration response of the platform. The maximum vibration appears in platform 3, the train passes through line 1 at the same time, the platform vibration caused by 2:00 is the least, and the vibration response of the station room caused by the train passing through lines 2 and 3:00 at the same time is the greatest. When the train passes through line 6 and 7:00 at the same time, the vibration of the station room is the smallest. When the main line train passes through the station, the impact of the train on the platform and the station room vibration can be ignored. Only the platform and station vibration caused by the main line train is considered. When the train passes through the main track at 4 and 5:00 at less than 220 km/h, the vibration of the platform and the station meets the limit requirement. When the train passes to the departure line at 70 km/h, The vibration of the platform and the station can meet the limit requirement.) increasing the stiffness of the fastener can effectively reduce the vibration response in the frequency range of 6.3 ~ 31.5 Hz. The damping pad can effectively reduce the vibration in the frequency range of 12.5 ~ 80 Hz, and the stiffness of the damping pad is 2.5 脳 10 ~ 6 Nm / m. The effect of vibration reduction in the station room is the best.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：TU311.3

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