【摘要】：我國(guó)主要重載鐵路干線均位于中西部山區(qū),受地形條件限制設(shè)置曲線較多。曲線地段橋梁結(jié)構(gòu)尤其薄弱,且線路-橋梁系統(tǒng)參數(shù)的隨機(jī)性對(duì)列車(chē)在曲線地段橋梁運(yùn)行時(shí)的動(dòng)力響應(yīng)影響很大。在重載運(yùn)輸提速、大軸重、長(zhǎng)編組的發(fā)展要求下,對(duì)曲線地段線橋結(jié)構(gòu)的安全性在線路-橋梁系統(tǒng)參數(shù)的隨機(jī)性前提下進(jìn)行概率意義上的可靠度評(píng)估可以為既有重載鐵路實(shí)際運(yùn)營(yíng)和未來(lái)的長(zhǎng)足發(fā)展提供理論依據(jù)。將SIMPACK軟件和ABAQUS軟件結(jié)合,建立了重載列車(chē)作用下曲線地段線橋結(jié)構(gòu)動(dòng)力分析模型,模型的計(jì)算結(jié)果經(jīng)與實(shí)測(cè)數(shù)據(jù)對(duì)比,顯示能夠較好地模擬實(shí)際情況。以橋面板的加速度響應(yīng)值作為橋梁及上部結(jié)構(gòu)安全運(yùn)營(yíng)的控制指標(biāo),對(duì)于影響該控制指標(biāo)的多個(gè)線路-橋梁結(jié)構(gòu)的隨機(jī)參數(shù)應(yīng)用2k析因?qū)嶒?yàn)設(shè)計(jì)法進(jìn)行了參數(shù)敏感性分析,并在敏感參數(shù)的隨機(jī)性前提下應(yīng)用響應(yīng)面法的中心復(fù)合設(shè)計(jì)法和改進(jìn)一次二階矩法估計(jì)了不同曲線半徑、不同車(chē)輛軸重下的曲線橋梁的橫向、垂向可靠度。通過(guò)研究得到以下主要結(jié)論:1)相比一次一因子法,2k析因設(shè)計(jì)法可以關(guān)注參數(shù)間的交互作用對(duì)目標(biāo)響應(yīng)的影響,結(jié)果顯示某些參數(shù)的交互作用比單參數(shù)的影響要大,橋面板加速度動(dòng)響應(yīng)的敏感參數(shù)以梁體參數(shù)為主。2)車(chē)輛軸重為30t時(shí),在兩種軌道不平順條件下不同曲線半徑的線橋系統(tǒng)的失效概率在橫向、垂向上均滿足安全性要求;曲線半徑越小,對(duì)應(yīng)的線橋系統(tǒng)橫向、垂向的失效概率越大;3)在兩種軌道不平順條件下,當(dāng)曲線半徑小于800m時(shí),線橋系統(tǒng)的失效概率相比R800m曲線時(shí)都急劇提高(如R600m在實(shí)測(cè)譜條件下橫、垂向失效概率與R800m時(shí)的比值分別達(dá)到∞及2.70×1042);考慮重載列車(chē)作用下的線橋系統(tǒng)的服役性能,在新建重載鐵路的設(shè)計(jì)中推薦采用R800m及以上的曲線半徑;4)軌道不平順對(duì)曲線地段線橋系統(tǒng)的失效概率存在很大影響,六級(jí)譜條件下的失效概率均遠(yuǎn)大于實(shí)測(cè)譜條件下的失效概率(如R800m時(shí)六級(jí)譜條件下的橫、垂向失效概率與實(shí)測(cè)譜條件下的比值分別達(dá)到∞及1.07×1031);可見(jiàn)在推薦采用R800m及以上曲線半徑的同時(shí),對(duì)軌道不平順進(jìn)行控制也能大幅提升重載列車(chē)作用下的線橋系統(tǒng)的可靠度;5)在六級(jí)譜條件下車(chē)輛軸重為35t時(shí),線橋系統(tǒng)橫向接近失效,車(chē)輛軸重為40t時(shí),線橋系統(tǒng)橫向的失效概率已超過(guò)限值;因此在既有的按照軸重30t標(biāo)準(zhǔn)建設(shè)的重載標(biāo)準(zhǔn)梁上運(yùn)行列車(chē)的軸重應(yīng)控制在35t以下。
[Abstract]:The main heavy-haul railway trunk lines in China are located in the mountainous areas of the central and western regions, and many curves are set due to the constraints of terrain conditions. The bridge structure in curved section is especially weak, and the randomness of the parameters of the line-bridge system has a great influence on the dynamic response of the train when the bridge is running in the curved section. Under the requirements of the development of heavy haul transportation, high speed, large axle load and long marshalling, On the premise of randomness of the parameters of the line-bridge system, the reliability evaluation of the bridge structure in curve section can provide a theoretical basis for the actual operation of the existing heavy-haul railway and the development of the railway in the future. The dynamic analysis model of curve section bridge structure under the action of heavy haul train is established by combining SIMPACK software with ABAQUS software. The calculation results of the model are compared with the measured data and show that the model can simulate the actual situation well. The acceleration response of bridge deck is taken as the control index of bridge and superstructure safe operation. The parameter sensitivity analysis of random parameters of many line-bridge structures which affect the control index is carried out by using 2k factorial experimental design method. Based on the randomness of sensitive parameters, the central composite design method of response surface method and the improved first-order second-order moment method are used to estimate the transverse and vertical reliability of curved bridges with different radius curves and different vehicle axle loads. The main conclusions are as follows: 1) compared with one-factor method, 2k factorial design method can focus on the effect of interaction between parameters on target response. The results show that the interaction of some parameters is more important than that of single parameter. The main sensitive parameters of the acceleration response of bridge deck are beam body parameters. 2) when the axle weight of vehicle is 30 t, the failure probability of the line bridge system with different curve radius under two different track irregularity conditions meets the safety requirements in the transverse and vertical directions. The smaller the curve radius, the greater the vertical failure probability of the corresponding line bridge system. 3) under two kinds of track irregularity, when the curve radius is less than 800m, the failure probability of the bridge system is increased sharply compared with the R800m curve (for example, R600m is transverse under the measured spectrum condition). The ratio of vertical failure probability to R800m is up to 鈭，

本文編號(hào)：2394062