【摘要】：高速鐵路作為一種綠色環(huán)保、安全快捷的交通運輸方式,在我國交通運輸體系中逐漸占據(jù)骨干地位。中國是目前世界上高鐵運營里程最長、在建規(guī)模最大的國家,但目前國內(nèi)尚沒有專門針對高鐵橋梁的搶修技術(shù)和搶修器材儲備,研究一種適應(yīng)高鐵橋梁搶修需要的梁部搶修結(jié)構(gòu)顯得尤為迫切。本文課題組在前期研究中,提出了一種可轉(zhuǎn)換為永久橋梁結(jié)構(gòu)的高鐵搶修梁技術(shù)方案,并對其力學(xué)性能進行了分析研究。為了進一步考察高鐵列車通過搶修梁時的安全性、舒適性和搶修梁的振動性能,本文基于有限元軟件ANSYS和多體動力學(xué)軟件SIMPACK,對高鐵搶修梁進行了車橋耦合振動分析,主要工作和結(jié)論如下:介紹了多體系統(tǒng)動力學(xué)的基本理論,利用SIMPACK軟件建立了列車的多體動力學(xué)模型,分析了輪軌作用關(guān)系和軌道激勵方式,計算了高鐵列車的線性臨界速度和非線性臨界速度。確定了車輛和橋梁兩個相對獨立子系統(tǒng)的動力學(xué)評判指標。針對臨時通車和正常運營兩種工作狀態(tài),利用ANSYS有限元子結(jié)構(gòu)分析技術(shù)分別建立了搶修梁的動力分析模型,對搶修梁進行子結(jié)構(gòu)分析和模態(tài)分析,獲得搶修梁的自振特性。將橋梁和車輛兩個子系統(tǒng)在輪軌接觸面離散的信息點上進行數(shù)據(jù)交換,實現(xiàn)了車橋耦合振動仿真分析。臨時通車狀態(tài)搶修梁的車橋耦合分析結(jié)果表明:當車輛速度在10 km/h~130km/h范圍內(nèi)時,車輛安全性指標在容許范圍內(nèi),車輛舒適度等級為“優(yōu)”,橋梁振動性能良好,搶修梁臨時通車速度可以確定為120 km/h,和預(yù)期通車速度相符合。正常運營狀態(tài)搶修梁的車橋耦合分析結(jié)果表明:當車輛以350 km/h的速度通過搶修梁時,車輛安全性指標在容許范圍內(nèi),車輛舒適度等級為“優(yōu)”,橋梁振動性能良好。通過加厚搶修梁外側(cè)腹板,可有效加大搶修梁的橫向剛度,進而減小橫橋向動位移,優(yōu)化后的永久搶修梁結(jié)構(gòu)和原有雙線整孔預(yù)應(yīng)力混凝土箱梁的車橋耦合振動性能大致相當,可以替代損毀的舊梁正常運營。
[Abstract]:As a green, safe and fast mode of transportation, high-speed railway has gradually occupied the backbone position in the transportation system of our country. China is the country with the longest operating mileage and the largest scale of construction of high-speed rail in the world. However, at present, there is no domestic reserve of emergency repair technology and emergency repair equipment for high-speed rail bridges. It is urgent to study a kind of beam repair structure to meet the need of high-speed bridge repair. In the previous research, this paper puts forward a technical scheme of high speed railway repair beam which can be converted into permanent bridge structure, and its mechanical properties are analyzed and studied. In order to further investigate the safety, comfort and vibration performance of the high-speed train when it passes through the repair beam, this paper analyzes the vehicle-bridge coupling vibration of the high-speed train rush repair beam based on the finite element software ANSYS and the multi-body dynamics software SIMPACK,. The main work and conclusions are as follows: the basic theory of multi-body system dynamics is introduced, the multi-body dynamics model of train is established by using SIMPACK software, and the wheel-rail action relationship and rail excitation mode are analyzed. The linear critical velocity and nonlinear critical velocity of high-speed train are calculated. The dynamic evaluation indexes of two relatively independent subsystems of vehicle and bridge are determined. In view of the two working states of temporary train and normal operation, the dynamic analysis model of rush repair beam is established by using ANSYS finite element substructure analysis technology. The substructure analysis and modal analysis of rush repair beam are carried out, and the natural vibration characteristics of rush repair beam are obtained. The two subsystems of bridge and vehicle are exchanged on the discrete information points of wheel / rail contact surface, and the simulation analysis of vehicle-bridge coupling vibration is realized. The results of vehicle-bridge coupling analysis of the repair beam in the temporary train condition show that when the vehicle speed is in the range of 10 km/h~130km/h, the vehicle safety index is within the allowable range, the vehicle comfort grade is "excellent", and the bridge vibration performance is good. The temporary train speed of repair beam can be determined to be 120 km/h, in accordance with the expected speed. The results of vehicle-bridge coupling analysis show that when the vehicle passes through the repair beam at the speed of 350 km/h, the vehicle safety index is within the allowable range, the grade of vehicle comfort is "excellent", and the vibration performance of the bridge is good. By thickening and repairing the external web of the beam, the lateral stiffness of the beam can be increased effectively, and then the dynamic displacement of the transverse bridge can be reduced. The optimized structure of the permanent repair beam is approximately equal to the vehicle-bridge coupling vibration performance of the original two-line full-hole prestressed concrete box girder. Can replace damaged old beam normal operation.
【學(xué)位授予單位】：石家莊鐵道大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U441.3

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