本文選題：多線活載 + 加載標(biāo)準(zhǔn)��； 參考：《西南交通大學(xué)》2015年碩士論文

【摘要】：隨著我國多線鐵路橋梁、公鐵兩用橋甚至是雙層鐵路橋的大量建設(shè),多線活載加載標(biāo)準(zhǔn)的研究相對滯后,目前我國在此方面的研究多數(shù)基于規(guī)范的橫向折減系數(shù)進行組合,而沒有考慮活載的概率模型以及不同車輛相遇的概率,因此本文針對多線活載加載標(biāo)準(zhǔn)開展必要的。本文以活載橫向折減系數(shù)為研究對象,通過對各種車輛(貨車、列車及汽車)的統(tǒng)計調(diào)查,模擬各自荷載的概率分布密度函數(shù),運用概率論中的K-S檢驗法進行擬合優(yōu)度檢驗,然后參考公路橋梁計算多車道橫向折減系數(shù)的方法,按照獨立重復(fù)試驗,建立活載橫向折減系數(shù)與相關(guān)變量的關(guān)系式,利用概率方法計算出單種線路(客運專線或貨運專線)的活載橫向折減系數(shù)建議值。同時,本文首次將客運專線、貨運專線和公路車道荷載綜合考慮,計算出不同車道數(shù)基于概率理論的各自活載橫向折減系數(shù)建議值,并將其用于雙層鐵路橋和公鐵兩用橋的計算之中。結(jié)果表明：(1)單種活載作用于橋梁上時,橫向折減系數(shù)的大小關(guān)系為：貨運專線客運專線公路車道。(2)對于只有客運專線或貨運專線荷載單獨作用于橋梁上時,本文基于概率理論所計算出的橫向折減系數(shù)基本大于規(guī)范值(兩車道客運專線除外),并且隨著車道數(shù)的增加,橫向折減系數(shù)逐漸減小。(3)對于3種荷載共同作用于橋梁的情況,橫向折減系數(shù)的大小關(guān)系為：客運專線貨運專線公路車道。(4)按照本文建議的橫向折減系數(shù)計算出的公鐵兩用橋的最大響應(yīng)值出現(xiàn)在4車道數(shù)荷載組合時,雙層鐵路橋的最大響應(yīng)出現(xiàn)在6車道滿布時,而按照規(guī)范橫向折減系數(shù),最大響應(yīng)值均出現(xiàn)在車道荷載滿布于橋梁上時,且此值大于根據(jù)本文建議的橫向折減系數(shù)計算出的值。
[Abstract]:With the large number of construction of multi-line railway bridges, double-deck railway bridges and even double-deck railway bridges, the study of multi-line live loading standards is relatively lagging behind. At present, most of the researches in this area are based on the combination of the transversal reduction coefficient of the code. The probability model of live load and the probability of different vehicle encounter are not taken into account. In this paper, the transverse reduction coefficient of live load is taken as the research object. Through the statistical investigation of various vehicles (freight cars, trains and vehicles), the probability distribution density function of each load is simulated, and the K-S test method in probability theory is used to test the goodness of fit. Then, referring to the method of calculating multi-lane transverse reduction coefficient of highway bridge, according to independent repeated test, the relationship between live load transverse reduction coefficient and relevant variables is established. By using the probability method, the suggested value of the live load transverse reduction coefficient for a single line (passenger dedicated line or freight dedicated line) is calculated. At the same time, considering the load of passenger dedicated line, freight dedicated line and highway lane for the first time, the paper calculates the recommended value of the lateral reduction coefficient of live load based on probability theory. It is applied to the calculation of double-deck railway bridge and dual-purpose railway bridge. The results show that when a single type of live load acts on the bridge, the relation of the transverse reduction coefficient is as follows: the highway lane of the freight dedicated passenger dedicated line. 2) when only the load of the passenger dedicated line or the freight dedicated line acts on the bridge alone, Based on the probability theory, the transverse reduction coefficient calculated in this paper is basically larger than the standard value (except for the two-lane passenger dedicated line, and with the increase of the number of lanes, the transverse reduction coefficient decreases gradually.) in the case of the three kinds of loads acting on the bridge together, The relation of the transverse reduction coefficient is as follows: the highway lane of passenger dedicated and freight dedicated line. (4) the maximum response value of the highway bridge calculated according to the transverse reduction coefficient proposed in this paper appears when the load combination of the four lanes is used. The maximum response of the double-deck railway bridge appears when the six lanes are full, but according to the code, the maximum response value appears when the driveway load is full on the bridge, and this value is larger than the value calculated according to the transverse reduction coefficient proposed in this paper.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2015
【分類號】：U441.2

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