高速铁路桥梁过渡板结构参数合理值研究

发布时间：2018-03-15 21:51

本文选题：高速铁路　切入点：无碴轨道桥梁　出处：《中南大学》2014年硕士论文　论文类型：学位论文

【摘要】：摘要：高速铁路桥梁建设以来,部分大跨度桥梁由于梁端变形过大而导致梁端轨道受力超过安全限值,影响了轨道结构使用的安全性和耐久性。目前主要通过增设过渡板结构降低轨道受力,何种参数的过渡板结构能够最大限度地改善轨道受力、设置过渡板结构后又能否保证列车的平稳舒适运行,这是设计时必须考虑的问题。本文基于静、动力计算结果对过渡板结构的合理参数取值进行了研究。主要研究内容与成果如下： (1)论述了过渡板结构的作用机理,定性说明了过渡板结构能够改善由梁端变形引起的扣件受力。 (2)以32m简支梁的梁端变形模拟大跨度连续刚构桥的梁端变形,建立了32m简支梁Ansys静力计算模型,分析了过渡板结构对轨道受力的改善效果得出：当过渡板长度为2.5m时,在梁端错台单独作用下,扣件下压力和钢轨应力改善效果最好；梁端转角和错台共同作用下,扣件上拔力和轨道板稳定性改善效果最为显著。当在梁端错台在0.5mm～3.0mm之间时,扣件最大下压力和钢轨最大应力分别可减小85%～87%和70%-72%；当在梁端转角和错台在0.5%orad和0.5mm～2.0%orad和2.0mm之间时,扣件最大上拔力可减小83%-90%,轨道板最小稳定系数的增幅为379%-490%。 (3)建立了大跨度连续刚构桥动力计算模型,编制了Fortran程序,运用该程序探究了过渡板结构对行车平稳性和舒适性的影响。增设过渡板前、后,车体动力响应仅当车辆通过过渡板时有所差异,车体竖向最大加速度改变较大,Sperling指标改变较小。 (4)基于静、动力计算结果提出了大跨度连续刚构桥过渡板结构合理参数取值范围：过渡板结构长度控制在1.3m～2.5m之间,过渡板抗弯惯性矩宜不小于6.4×10-4m4,过渡板上扣件的静刚度宜取在20kN/mm～40kN/mm之间,过渡板上扣件的间距宜取为600mm～629mm,过渡板板端扣件到支座的距离宜取为300mm～400mm。图87幅,表27
[Abstract]:Absrtact: since the construction of high-speed railway bridges, some long-span bridges have exceeded the safety limit due to the excessive deformation at the end of the beam. The safety and durability of track structure are affected. At present, the load of track is reduced by adding transition plate structure. It is necessary to consider whether the train can run smoothly and comfortably after setting up the transition plate structure. The results of dynamic calculation are used to study the reasonable parameters of the transition plate structure. The main contents and results are as follows:. 1) the mechanism of the transition plate structure is discussed, and the effect of the transition plate structure on the force of the fastener caused by the deformation of the beam end is explained qualitatively. In this paper, the Ansys static calculation model of 32m simply supported beam is established by simulating the beam end deformation of the long-span continuous rigid frame bridge with the beam end deformation of 32m simply supported beam, and the improvement effect of the transition plate structure on the track stress is analyzed. The results show that when the length of the transition plate is 2.5m, Under the single action of staggered beam, the improvement effect of buckle pressure and rail stress is the best. Under the joint action of angle of beam end and staggered platform, the improvement effect of pull force on fastener and stability of rail plate is most remarkable. When the staggered beam end is between 0.5 mm and 3.0 mm, The maximum downward pressure of fastener and the maximum stress of rail can be reduced by 850.87% and 70-72, respectively. When the angle at the end of the beam and the stagger are between 0.5orad and 0.5mm, the maximum pull-up force of the fastener can be reduced by 83-90, and the minimum stability coefficient of the track plate increases by 379-490mm. The dynamic calculation model of long-span continuous rigid frame bridge is established, and the Fortran program is compiled. By using the program, the influence of transition plate structure on ride stability and comfort is explored. The dynamic response of the car body is different only when the vehicle passes through the transition plate, and the maximum vertical acceleration of the car body changes greatly and the change of Sperling index is small. 4) based on the static and dynamic calculation results, the reasonable parameter range of the transition plate structure of the long-span continuous rigid frame bridge is proposed. The length of the transition plate structure is controlled between 1.3 m and 2.5 m. The bending moment of inertia of transition plate should be not less than 6.4 脳 10 ~ (-4) mm, the static stiffness of fastener should be between 20kN / mm and 40kN / mm, the distance of fastener should be 600mm / 629mm, the distance between end fastener and support should be 300mm / 400mm.
【学位授予单位】：中南大学
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：U441;U448.13

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