徐变上拱和温度旁弯对高速铁路桥梁动力性能的影响研究

发布时间：2018-04-11 14:11

本文选题：高速铁路 + 徐变上拱　；参考：《北京交通大学》2014年硕士论文

【摘要】：摘要：随着高速铁路的快速发展,桥梁在铁路线路中所占的比重也随之增加,梁体的变形对车桥动力响应的影响问题日益突出,由于高速铁路现行设计规范对梁体准静态变形的要求较高,给桥梁的设计及施工带来困难。本文对高速铁路简支梁桥徐变上拱的实测数据进行了统计,并基于UM和ANSYS软件建立车桥模型,用圆弧、抛物线与正弦线三种曲线模拟梁体徐变上拱和温度效应引起的梁体旁弯,然后分别将其叠加到轨道不平顺中来研究其对车桥动力响应的影响,主要结论如下： (1)用圆弧、抛物线和正弦三种曲线模拟徐变上拱和温度效应引起梁体的旁弯所得的计算结果表明：模拟曲线的线型对计算结果影响较小； (2)圆弧曲线模拟徐变上拱并叠加轨道不平顺激励下计算得到的列车响应与实测数据基本吻合,说明用圆弧曲线模拟徐变上拱的方法是可行的； (3)梁体徐变上拱对桥梁跨中位移及其加速度影响较大,且响应幅值随徐变上拱幅值的增大而增大； (4)列车的动力响应随梁体徐变上拱的增大而增大,其中车体横竖向加速度、轮对横向加速度、转向架横向加速度、竖向轮轨力、轮重减载率、横向蠕滑率和蠕滑阻力尤其显著且呈线性变化； (5)温度效应引起的梁体旁弯对桥梁跨中位移有影响,基本呈线性递减； (6)温度效应引起的梁体旁弯对车体竖向加速度、轮对竖向加速度、转向架竖向加速度、竖向轮轨力及轮重减载率影响大,且呈线性增长； (7)经过计算分析给出梁体徐变上拱的限值为25mm,以供高速铁路桥梁设计参考； (8)旁弯幅值达到10mm(大于规范规定水平挠度限值)时车桥动力响应幅值都在规定限值范围内。
[Abstract]:Absrtact: with the rapid development of high-speed railway, the proportion of bridge in railway line is increasing, and the influence of beam deformation on the dynamic response of vehicle-bridge is becoming more and more serious.Due to the high requirement of quasi static deformation of beam body in the current design code of high speed railway, it is difficult to design and construct the bridge.In this paper, the measured data of creep uparch of simply supported beam bridge in high-speed railway are analyzed, and the model of vehicle-bridge is established based on UM and ANSYS software. Three kinds of curves, arc, parabola and sinusoidal line, are used to simulate the creep uparch of beam body and the side bending of beam caused by temperature effect.Then it is superimposed into the track irregularity to study its influence on the dynamic response of the vehicle and bridge. The main conclusions are as follows:1) the results of simulating the side bending of beam caused by the effect of creep and temperature show that the curve shape of the simulation curve has little influence on the calculation results; 1) the curve of circular arc, parabola and sinusoidal are used to simulate the side bending of beam body caused by the effect of creep and temperature.2) the train response calculated by the arc curve simulation under the excitation of the creep uparch and the superposed track irregularity is in good agreement with the measured data, which shows that it is feasible to use the arc curve to simulate the creep uparch;(3) the creep arch has a great influence on the displacement and acceleration of the bridge span, and the response amplitude increases with the increase of the creep arch amplitude.4) the dynamic response of the train increases with the increase of the creep arch of the beam, in which the vertical acceleration, the lateral acceleration of the wheelset, the lateral acceleration of the bogie, the vertical wheel-rail force, the load reduction rate of the wheel,The lateral creep rate and creeping resistance are especially significant and linearly changed.(5) the lateral bending of the beam caused by the temperature effect has an effect on the mid-span displacement of the bridge, which is almost linearly decreasing.(6) the vertical acceleration, the vertical acceleration of the wheelset, the vertical acceleration of the bogie, the vertical wheel / rail force and the load reduction rate of the wheel caused by the temperature effect have a great influence on the vertical acceleration of the car body and the wheel load reduction rate, and show a linear increase.Through the calculation and analysis, the limit value of the upper arch of beam creep is 25 mm, which can be used as a reference for the design of high-speed railway bridge.When the lateral bending amplitude reaches 10mm (larger than the limit of horizontal deflection specified in the specification), the amplitude of dynamic response of the vehicle and bridge is within the prescribed limit.
【学位授予单位】：北京交通大学
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：U441.3

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