發(fā)布時(shí)間：2018-04-11 14:11

  本文選題：高速鐵路 + 徐變上拱��； 參考：《北京交通大學(xué)》2014年碩士論文

【摘要】：摘要：隨著高速鐵路的快速發(fā)展,橋梁在鐵路線路中所占的比重也隨之增加,梁體的變形對(duì)車(chē)橋動(dòng)力響應(yīng)的影響問(wèn)題日益突出,由于高速鐵路現(xiàn)行設(shè)計(jì)規(guī)范對(duì)梁體準(zhǔn)靜態(tài)變形的要求較高,給橋梁的設(shè)計(jì)及施工帶來(lái)困難。本文對(duì)高速鐵路簡(jiǎn)支梁橋徐變上拱的實(shí)測(cè)數(shù)據(jù)進(jìn)行了統(tǒng)計(jì),并基于UM和ANSYS軟件建立車(chē)橋模型,用圓弧、拋物線與正弦線三種曲線模擬梁體徐變上拱和溫度效應(yīng)引起的梁體旁彎,然后分別將其疊加到軌道不平順中來(lái)研究其對(duì)車(chē)橋動(dòng)力響應(yīng)的影響,主要結(jié)論如下： (1)用圓弧、拋物線和正弦三種曲線模擬徐變上拱和溫度效應(yīng)引起梁體的旁彎所得的計(jì)算結(jié)果表明：模擬曲線的線型對(duì)計(jì)算結(jié)果影響較��； (2)圓弧曲線模擬徐變上拱并疊加軌道不平順激勵(lì)下計(jì)算得到的列車(chē)響應(yīng)與實(shí)測(cè)數(shù)據(jù)基本吻合,說(shuō)明用圓弧曲線模擬徐變上拱的方法是可行的； (3)梁體徐變上拱對(duì)橋梁跨中位移及其加速度影響較大,且響應(yīng)幅值隨徐變上拱幅值的增大而增大； (4)列車(chē)的動(dòng)力響應(yīng)隨梁體徐變上拱的增大而增大,其中車(chē)體橫豎向加速度、輪對(duì)橫向加速度、轉(zhuǎn)向架橫向加速度、豎向輪軌力、輪重減載率、橫向蠕滑率和蠕滑阻力尤其顯著且呈線性變化； (5)溫度效應(yīng)引起的梁體旁彎對(duì)橋梁跨中位移有影響,基本呈線性遞減； (6)溫度效應(yīng)引起的梁體旁彎對(duì)車(chē)體豎向加速度、輪對(duì)豎向加速度、轉(zhuǎn)向架豎向加速度、豎向輪軌力及輪重減載率影響大,且呈線性增長(zhǎng)； (7)經(jīng)過(guò)計(jì)算分析給出梁體徐變上拱的限值為25mm,以供高速鐵路橋梁設(shè)計(jì)參考； (8)旁彎幅值達(dá)到10mm(大于規(guī)范規(guī)定水平撓度限值)時(shí)車(chē)橋動(dòng)力響應(yīng)幅值都在規(guī)定限值范圍內(nèi)。
[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.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U441.3

【參考文獻(xiàn)】

相關(guān)期刊論文 前1條

1 何翔;方詩(shī)圣;方飛;張?chǎng)H;王偉;;不同梯度溫度作用下曲線橋梁的溫度效應(yīng)分析[J];合肥工業(yè)大學(xué)學(xué)報(bào)(自然科學(xué)版);2012年08期

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本文編號(hào)：1736328