基于车桥耦合仿真分析的铁路既有简支桥梁快速加固方法研究
发布时间：2019-03-18 10:19
【摘要】：我国早期既有铁路桥梁多为分片式预制混凝土T型简支梁桥,桥梁本身横向连接刚度较弱,而且早期桥梁设计的列车最高速度仅为120km/h,远低于现在高速列车的时速；桥梁的设计活载也无法满足当前重载列车的行车要求,并且在桥梁的使用过程中存在预应力损失和超负荷运营等状况。这些因素造成了既有桥梁在提速列车与重载列车的作用下,出现承载力不足、横向振动过大等问题。一些既有的加固方法存在着诸如需要中断线路运营、工期长、加固效果不明显、经济效益差等种种问题,因此迫切需要一种既满足安全要求又具有良好经济效益的快速加固方法。 本文以双片式32m预应力混凝土单线简支梁桥为例,提出了通过体外预应力钢绞线及预制混凝土横隔板对桥梁进行横向和竖向快速加固的四种不同加固方案,并应用有限元软件ANSYS分析了四种不同加固方案造成的桥梁竖向挠度以及自振特性的改变,并据此选定了一种最优加固方案。 为得到桥梁加固前后的动力响应,判断桥梁加固方案的加固效果,本文采用多体动力学软件UM进行了车桥耦合动力仿真分析,分析了桥梁加固前后在重载列车和高速列车不同速度等级作用下的动力特性,研究了不同轨道不平顺谱及不同Rayleigh阻尼参数对桥梁动力仿真计算的影响。 本文分析了车桥系统共振的原理和影响因素,给出了造成桥梁加固后共振响应变化的原因；进行了两种高速列车不同速度等级的车桥耦合振动分析,证明了车桥系统共振理论推导公式计算结果的正确性以及桥梁加固后发生共振时桥梁的安全性。
[Abstract]:Most of the existing railway bridges in China were prefabricated concrete T-type simply supported beam bridges in the early stage of our country, and the lateral connection stiffness of the bridge itself was relatively weak, and the maximum speed of the train designed by the early bridges was only 120 kmhm / h, which was much lower than the speed of the present high-speed trains. The design of the bridge can not meet the traffic requirements of the current heavy-duty trains, and there are pre-stress loss and overload operation in the use of the bridge. These factors lead to the problems of insufficient bearing capacity and excessive lateral vibration of existing bridges under the action of speed-up train and heavy-duty train. Some existing reinforcement methods have many problems, such as the need to interrupt the operation of the line, the long construction period, the inconspicuous reinforcement effect, and the poor economic benefit, and so on. Therefore, there is an urgent need for a rapid reinforcement method which not only meets the safety requirements but also has good economic benefits. Taking the two-piece 32m prestressed concrete single-wire simply supported beam bridge as an example, four different reinforcement schemes for the lateral and vertical rapid reinforcement of the bridge through external prestressed steel strands and precast concrete transverse diaphragms are put forward in this paper. Finite element software ANSYS is used to analyze the change of vertical deflection and natural vibration characteristics of the bridge caused by four different reinforcement schemes, and an optimal reinforcement scheme is selected on the basis of the change of the vertical deflection and the natural vibration characteristics of the bridge caused by four different reinforcement schemes. In order to obtain the dynamic response of the bridge before and after strengthening, and to judge the reinforcement effect of the bridge reinforcement scheme, this paper uses the multi-body dynamics software UM to carry on the vehicle-bridge coupling dynamic simulation analysis. The dynamic characteristics of bridge before and after reinforcement are analyzed under the action of heavy-duty train and high-speed train, and the influence of different track irregularity spectrum and different Rayleigh damping parameters on the dynamic simulation of bridge is studied. In this paper, the principle and influencing factors of the vehicle-bridge system resonance are analyzed, and the reasons for the change of the resonance response after the bridge reinforcement are given. The coupling vibration analysis of two kinds of high-speed trains with different speed grades is carried out, which proves the correctness of the calculation results of the formulas derived from the resonance theory of the vehicle-bridge system and the safety of the bridge when resonance occurs after the bridge is strengthened.
【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】：U448.217;U445.72
本文编号：2442769
[Abstract]:Most of the existing railway bridges in China were prefabricated concrete T-type simply supported beam bridges in the early stage of our country, and the lateral connection stiffness of the bridge itself was relatively weak, and the maximum speed of the train designed by the early bridges was only 120 kmhm / h, which was much lower than the speed of the present high-speed trains. The design of the bridge can not meet the traffic requirements of the current heavy-duty trains, and there are pre-stress loss and overload operation in the use of the bridge. These factors lead to the problems of insufficient bearing capacity and excessive lateral vibration of existing bridges under the action of speed-up train and heavy-duty train. Some existing reinforcement methods have many problems, such as the need to interrupt the operation of the line, the long construction period, the inconspicuous reinforcement effect, and the poor economic benefit, and so on. Therefore, there is an urgent need for a rapid reinforcement method which not only meets the safety requirements but also has good economic benefits. Taking the two-piece 32m prestressed concrete single-wire simply supported beam bridge as an example, four different reinforcement schemes for the lateral and vertical rapid reinforcement of the bridge through external prestressed steel strands and precast concrete transverse diaphragms are put forward in this paper. Finite element software ANSYS is used to analyze the change of vertical deflection and natural vibration characteristics of the bridge caused by four different reinforcement schemes, and an optimal reinforcement scheme is selected on the basis of the change of the vertical deflection and the natural vibration characteristics of the bridge caused by four different reinforcement schemes. In order to obtain the dynamic response of the bridge before and after strengthening, and to judge the reinforcement effect of the bridge reinforcement scheme, this paper uses the multi-body dynamics software UM to carry on the vehicle-bridge coupling dynamic simulation analysis. The dynamic characteristics of bridge before and after reinforcement are analyzed under the action of heavy-duty train and high-speed train, and the influence of different track irregularity spectrum and different Rayleigh damping parameters on the dynamic simulation of bridge is studied. In this paper, the principle and influencing factors of the vehicle-bridge system resonance are analyzed, and the reasons for the change of the resonance response after the bridge reinforcement are given. The coupling vibration analysis of two kinds of high-speed trains with different speed grades is carried out, which proves the correctness of the calculation results of the formulas derived from the resonance theory of the vehicle-bridge system and the safety of the bridge when resonance occurs after the bridge is strengthened.
【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】：U448.217;U445.72
【参考文献】
相关期刊论文 前3条
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，本文编号：2442769
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