本文選題：軌道交通 + 箱梁��； 參考：《武漢理工大學(xué)》2015年碩士論文

【摘要】：軌道交通高架橋多采用剛度較大的箱梁結(jié)構(gòu),而目前采用的橋梁模型大多數(shù)是基于A(yíng)NSYS建立的,由于模型固定,參數(shù)不便修改,導(dǎo)致模型的通用性不高;而直接利用空間梁?jiǎn)卧t無(wú)法考慮橋梁面板橫向振動(dòng)差異。軌道交通車(chē)橋耦合振動(dòng)受影響因素很多,難以精確模擬,計(jì)算結(jié)果需要與實(shí)測(cè)結(jié)果對(duì)比驗(yàn)證。當(dāng)車(chē)速較大時(shí),若列車(chē)運(yùn)行平穩(wěn)性超出限值,也會(huì)給乘客帶來(lái)不舒適感。建立精確、快速及通用性較好的車(chē)橋耦合計(jì)算程序,可為新興的軌道交通進(jìn)行振動(dòng)預(yù)測(cè)提供借鑒。針對(duì)上述問(wèn)題,本文以寧波軌道交通一號(hào)線(xiàn)蘆港至徐家漕段連續(xù)梁高架橋?yàn)檠芯繉?duì)象,根據(jù)勢(shì)能不變值原理以及“對(duì)號(hào)入座”法則建立了梁段單元模型,同時(shí)建立ANSYS的有限元模型,并與實(shí)測(cè)對(duì)比驗(yàn)證;車(chē)輛則采用31自由空間模型,按照輪軌彈性接觸假定,輪對(duì)和橋梁之間采用非線(xiàn)性彈簧連接,將列車(chē)和橋梁模型在MATLAB中進(jìn)行耦合迭代求解,計(jì)算得到車(chē)速60km/h時(shí)車(chē)橋動(dòng)力響應(yīng);為論證計(jì)算程序是否正確,本文對(duì)模擬對(duì)象進(jìn)行了實(shí)測(cè),明確了箱梁各部位組成板件的振動(dòng)響應(yīng)規(guī)律。最后,討論了車(chē)速對(duì)車(chē)體和箱梁振動(dòng)大小的影響,以及車(chē)速對(duì)列車(chē)運(yùn)行平穩(wěn)性的影響。在研究過(guò)程中本文得到以下結(jié)論:(1)基于能量法得到的橋梁梁段單元模型可以進(jìn)行車(chē)橋耦合振動(dòng)分析研究;本文計(jì)算方法正確,可對(duì)新興的城市軌道交通帶來(lái)的振動(dòng)響應(yīng)進(jìn)行初步預(yù)測(cè)。(2)在列車(chē)運(yùn)行線(xiàn)路為直線(xiàn)的狀態(tài)下,車(chē)橋振動(dòng)以豎向?yàn)橹?且車(chē)橋響應(yīng)都有豎向振動(dòng)比橫向振動(dòng)受車(chē)速影響更大的趨勢(shì);另外,列車(chē)過(guò)橋時(shí),底板垂向加速度幅值最大,比腹板橫向及懸臂板垂向振動(dòng)加速度要顯著的多,橋梁底板處結(jié)構(gòu)噪聲值的關(guān)注。(3)基于平穩(wěn)性標(biāo)準(zhǔn)的評(píng)價(jià)結(jié)果比基于最大振動(dòng)加速度標(biāo)準(zhǔn)的評(píng)價(jià)結(jié)果更為合理,當(dāng)車(chē)速達(dá)到最大值80km/h時(shí),平穩(wěn)性沒(méi)有超出限值。
[Abstract]:Most of the rail traffic viaducts adopt the large stiffness box girder structure, and most of the current bridge models are based on ANSYS. Because the model is fixed and the parameters are inconvenient to modify, the model is not versatile, while the direct use of space beam element modeling can not consider the difference of the lateral vibration of the bridge deck. The coupling vibration of the rail traffic bridge is coupled. There are many influencing factors, which are difficult to accurately simulate. The calculation results need to be compared with the measured results. When the speed of the train is larger, if the train running stability exceeds the limit, it will also bring discomfort to the passengers. The establishment of a precise, fast and versatile vehicle bridge coupling calculation program can provide a loan for the vibration prediction of the new rail traffic. In view of the above problems, this paper studies the continuous beam Viaduct of the lulgang to xujiacao section of Ningbo Rail Transit Line 1. According to the principle of the constant value of the potential energy and the rule of "seat number," the finite element model of ANSYS is established and compared with the actual measurement. The 31 free space model is used for the vehicle. According to the elastic contact assumption of wheel and rail, a nonlinear spring connection is used between the wheelset and the bridge, the train and bridge model are solved by coupling iteration and the dynamic response of the vehicle bridge is calculated at the speed of 60km/h. In order to prove the correctness of the calculation program, the simulated object is measured and the vibration of the plate parts of the box beam is made clear. Finally, the influence of the speed on the vibration size of the body and box girder and the effect of the speed on the stability of the train running are discussed. In the course of the study, the following conclusions are obtained: (1) the bridge beam element model based on the energy method can be used to study the bridge coupling vibration analysis; the calculation method is correct and can be developed in this paper. The vibration response of urban rail transit is preliminarily predicted. (2) when the train running line is a straight line, the vibration of the bridge is mainly vertical, and the response of the bridge has a greater influence on the vertical vibration than the lateral vibration. In addition, the vertical acceleration amplitude of the bottom plate is maximum when the train passes the bridge, compared with the transverse and cantilever plates of the web. The vertical vibration acceleration is much more significant and the structure noise value of the bridge floor is concerned. (3) the evaluation results based on the standard of stability are more reasonable than the evaluation results based on the maximum vibration acceleration standard. When the speed reaches the maximum value of 80km/h, the stability does not exceed the limit value.
【學(xué)位授予單位】：武漢理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類(lèi)號(hào)】：U441.3

【參考文獻(xiàn)】

相關(guān)期刊論文 前6條

1 翟婉明;非線(xiàn)性結(jié)構(gòu)動(dòng)力分析的Newmark預(yù)測(cè)-校正積分模式[J];計(jì)算結(jié)構(gòu)力學(xué)及其應(yīng)用;1990年02期

2 曾慶元,田志奇,楊毅,楊平;桁梁行車(chē)空間振動(dòng)計(jì)算的桁段有限元法[J];橋梁建設(shè);1985年04期

3 王榮輝,曾慶元;薄壁箱梁空間計(jì)算的板梁?jiǎn)卧╗J];鐵道學(xué)報(bào);1999年05期

4 陳果,翟婉明,左洪福;車(chē)輛-軌道耦合系統(tǒng)垂橫模型及其驗(yàn)證[J];振動(dòng)與沖擊;2001年04期

5 林玉森;李小珍;強(qiáng)士中;;車(chē)橋耦合振動(dòng)中2種輪軌接觸模型的比較分析[J];中國(guó)鐵道科學(xué);2007年06期

6 陳上有;路萍;劉高;夏禾;;列車(chē)-橋梁-汽車(chē)耦合振動(dòng)仿真分析[J];振動(dòng)與沖擊;2014年20期

，

本文編號(hào)：1933235