城市高架轨道交通箱梁车桥耦合动力响应分析

发布时间：2018-05-25 11:14

本文选题：轨道交通 + 箱梁　；参考：《武汉理工大学》2015年硕士论文

【摘要】：轨道交通高架桥多采用刚度较大的箱梁结构,而目前采用的桥梁模型大多数是基于ANSYS建立的,由于模型固定,参数不便修改,导致模型的通用性不高;而直接利用空间梁单元建模则无法考虑桥梁面板横向振动差异。轨道交通车桥耦合振动受影响因素很多,难以精确模拟,计算结果需要与实测结果对比验证。当车速较大时,若列车运行平稳性超出限值,也会给乘客带来不舒适感。建立精确、快速及通用性较好的车桥耦合计算程序,可为新兴的轨道交通进行振动预测提供借鉴。针对上述问题,本文以宁波轨道交通一号线芦港至徐家漕段连续梁高架桥为研究对象,根据势能不变值原理以及“对号入座”法则建立了梁段单元模型,同时建立ANSYS的有限元模型,并与实测对比验证;车辆则采用31自由空间模型,按照轮轨弹性接触假定,轮对和桥梁之间采用非线性弹簧连接,将列车和桥梁模型在MATLAB中进行耦合迭代求解,计算得到车速60km/h时车桥动力响应;为论证计算程序是否正确,本文对模拟对象进行了实测,明确了箱梁各部位组成板件的振动响应规律。最后,讨论了车速对车体和箱梁振动大小的影响,以及车速对列车运行平稳性的影响。在研究过程中本文得到以下结论:(1)基于能量法得到的桥梁梁段单元模型可以进行车桥耦合振动分析研究;本文计算方法正确,可对新兴的城市轨道交通带来的振动响应进行初步预测。(2)在列车运行线路为直线的状态下,车桥振动以竖向为主,且车桥响应都有竖向振动比横向振动受车速影响更大的趋势;另外,列车过桥时,底板垂向加速度幅值最大,比腹板横向及悬臂板垂向振动加速度要显著的多,桥梁底板处结构噪声值的关注。(3)基于平稳性标准的评价结果比基于最大振动加速度标准的评价结果更为合理,当车速达到最大值80km/h时,平稳性没有超出限值。
[Abstract]:Most of the rail traffic viaducts adopt the large stiffness box girder structure, and most of the current bridge models are based on ANSYS. Because the model is fixed and the parameters are inconvenient to modify, the model is not versatile, while the direct use of space beam element modeling can not consider the difference of the lateral vibration of the bridge deck. The coupling vibration of the rail traffic bridge is coupled. There are many influencing factors, which are difficult to accurately simulate. The calculation results need to be compared with the measured results. When the speed of the train is larger, if the train running stability exceeds the limit, it will also bring discomfort to the passengers. The establishment of a precise, fast and versatile vehicle bridge coupling calculation program can provide a loan for the vibration prediction of the new rail traffic. In view of the above problems, this paper studies the continuous beam Viaduct of the lulgang to xujiacao section of Ningbo Rail Transit Line 1. According to the principle of the constant value of the potential energy and the rule of "seat number," the finite element model of ANSYS is established and compared with the actual measurement. The 31 free space model is used for the vehicle. According to the elastic contact assumption of wheel and rail, a nonlinear spring connection is used between the wheelset and the bridge, the train and bridge model are solved by coupling iteration and the dynamic response of the vehicle bridge is calculated at the speed of 60km/h. In order to prove the correctness of the calculation program, the simulated object is measured and the vibration of the plate parts of the box beam is made clear. Finally, the influence of the speed on the vibration size of the body and box girder and the effect of the speed on the stability of the train running are discussed. In the course of the study, the following conclusions are obtained: (1) the bridge beam element model based on the energy method can be used to study the bridge coupling vibration analysis; the calculation method is correct and can be developed in this paper. The vibration response of urban rail transit is preliminarily predicted. (2) when the train running line is a straight line, the vibration of the bridge is mainly vertical, and the response of the bridge has a greater influence on the vertical vibration than the lateral vibration. In addition, the vertical acceleration amplitude of the bottom plate is maximum when the train passes the bridge, compared with the transverse and cantilever plates of the web. The vertical vibration acceleration is much more significant and the structure noise value of the bridge floor is concerned. (3) the evaluation results based on the standard of stability are more reasonable than the evaluation results based on the maximum vibration acceleration standard. When the speed reaches the maximum value of 80km/h, the stability does not exceed the limit value.
【学位授予单位】：武汉理工大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U441.3

【参考文献】