本文選題：大跨度鋼桁梁橋 + 車-橋耦合��； 參考：《蘭州交通大學》2015年碩士論文

【摘要】：車輛通過橋梁時將引起橋梁結(jié)構(gòu)的振動,而橋梁結(jié)構(gòu)的振動反過來又會影響車輛的振動,這就是車-橋耦合振動的問題。隨著車輛速度和載重的不斷提高,以及橋梁結(jié)構(gòu)在鐵路線路中的大量使用,為有效的對鋼桁梁橋運營狀態(tài)和車輛的舒適性、安全性和平穩(wěn)性進行評估,以及為以后同類橋梁的優(yōu)化設(shè)計提供參考,需對鐵路大跨度簡支鋼桁梁橋進行車-橋耦合振動研究。本文以黃韓侯鐵路新黃河特大橋-156m簡支鋼桁梁橋作為工程背景進行車-橋耦合振動研究。首先,建立了四軸27個自由度的車輛振動分析模型,結(jié)合模型利用Lagrange方程推導(dǎo)了車輛的運動方程并組建了動力學方程組,采用模態(tài)綜合法建立了橋梁的動力振動方程,對輪軌相互作用關(guān)系進行了詳細的闡述,對車-橋耦合系統(tǒng)激勵源(人工蛇形波和軌道不平順)進行了模擬,組建了車-橋系統(tǒng)振動的動力平衡總方程組,并介紹了動力方程組的求解方法以及車-橋耦合振動聯(lián)合仿真技術(shù)。然后,總結(jié)了國內(nèi)外關(guān)于車-橋耦合振動性能評價指標體系的相關(guān)規(guī)范,結(jié)合本文實際工程背景建立了統(tǒng)一的振動性能評價標準。與此同時,結(jié)合本文的工程背景及相關(guān)計算參數(shù),利用ANSYS和MIDAS/CIVIL軟件建立新黃河特大橋的有限元模型,對其動力特性進行計算,并依據(jù)各國不同規(guī)范的規(guī)定對橋梁自振頻率進行了評定和分析。最后,利用ANSYS和UM軟件聯(lián)合仿真分析技術(shù)實現(xiàn)了單個機車、編組客車和編組貨車以設(shè)計時速通過橋梁時,對大跨度簡支鋼桁梁橋車-橋耦合振動系統(tǒng)的各項橋梁和車輛動力學響應(yīng)參數(shù)的分析,計算了共振速度。在此基礎(chǔ)上從橋梁結(jié)構(gòu)的橋門架、寬跨比、曲線鋼桁梁橋和車輛系統(tǒng)的軌道不平順以及貨車編組角度出發(fā),研究大跨度簡支鋼桁梁橋車-橋耦合振動的影響因素。經(jīng)過計算分析得出:(1)大跨度鋼桁梁橋的橫向剛度相對較小;(2)不同編組情況下以設(shè)計時速通過橋梁時,車輛和橋梁的各項動力響應(yīng)參數(shù)均在規(guī)范允許的范圍之內(nèi);(3)鋼桁梁橋橋門架對橋梁跨中橫向加速度影響較大;(4)曲線鋼桁梁橋隨著線路半徑的增大,各車輛動力響應(yīng)參數(shù)逐漸變小,輪軌力受到影響;(5)鋼桁梁橋?qū)捒绫鹊脑黾邮沟脵M向剛度隨之增加,橋梁橫向振動變小;(6)各項車輛動力響應(yīng)均隨著軌道情況變差而總體呈現(xiàn)逐漸增大趨勢,車輛安全性、舒適性和平穩(wěn)性指標逐漸變差;(7)全列空車編組和空重混編對鋼桁梁車-橋耦合系統(tǒng)是不利的編組形式,實際情況中應(yīng)該盡量避免。
[Abstract]:When a vehicle passes a bridge, it will cause the vibration of the bridge structure, and the vibration of the bridge structure will affect the vibration of the vehicle, which is the problem of the vehicle-bridge coupling vibration. With the continuous improvement of vehicle speed and load, as well as the extensive use of bridge structure in railway lines, in order to effectively evaluate the operating state of steel truss bridge and the comfort, safety and stability of the vehicle, It is necessary to study the vehicle-bridge coupling vibration of long span simply supported steel truss girder bridge. In this paper, the vehicle-bridge coupling vibration of Huanghanhou Railway New Yellow River Bridge-156m simply supported steel truss bridge is studied as the engineering background. Firstly, the vehicle vibration analysis model with four axes and 27 degrees of freedom is established, the vehicle motion equation is derived by Lagrange equation, and the dynamic vibration equation of the bridge is established by using the modal synthesis method. The wheel-rail interaction relationship is described in detail, the excitation source (artificial snake wave and track irregularity) of the vehicle-bridge coupling system is simulated, and the general equations of dynamic balance of the vehicle-bridge system vibration are established. The solving method of dynamic equations and the joint simulation technology of vehicle-bridge coupling vibration are introduced. Then, the related norms of the evaluation index system of vehicle-bridge coupling vibration performance at home and abroad are summarized, and the unified evaluation standard of vibration performance is established according to the actual engineering background of this paper. At the same time, the finite element model of the new Yellow River Bridge is established by using ANSYS and Midas / CIVIL software combined with the engineering background and related calculation parameters of this paper, and its dynamic characteristics are calculated. The natural vibration frequency of the bridge is evaluated and analyzed according to the regulations of different countries. Finally, using ANSYS and UM software joint simulation and analysis technology to realize the single locomotive, marshalling passenger cars and marshalling trucks to design the speed of the bridge, The dynamic response parameters of long span simply supported steel truss bridge with vehicle-bridge coupling vibration system are analyzed and the resonance velocity is calculated. Based on this, the influence factors of vehicle-bridge coupling vibration of long-span simply supported steel truss bridges are studied from the point of view of bridge portal frame, ratio of width to span, track irregularity of curved steel truss bridge and vehicle system, and truck marshalling. Through the calculation and analysis, it is concluded that the transverse stiffness of the large-span steel truss bridge is relatively small, and that under different marshalling conditions, when the speed of design is used to pass through the bridge, The dynamic response parameters of vehicles and bridges are within the limits permitted by the code. (3) the portal frame of the steel truss bridge has a great influence on the transverse acceleration of the bridge span. (4) the curve steel truss bridge increases with the line radius. The dynamic response parameters of each vehicle become smaller gradually and the wheel / rail force is affected. 5) the transverse stiffness increases with the increase of the ratio of width to span of the steel truss bridge. The dynamic response of each vehicle is gradually increasing with the deterioration of the track condition, and the vehicle safety. The comfortableness and the smoothness index gradually become worse. (7) the all-row empty train marshalling and the air-weight mixing are the disadvantageous marshalling forms for the steel truss vehicle-bridge coupling system, which should be avoided as far as possible in the actual situation.
【學位授予單位】：蘭州交通大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U441.3;U211.3

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本文編號：2047869