本文關鍵詞：一種高速鐵路搶修梁的技術方案研究及其力學性能分析　出處：《石家莊鐵道大學》2016年碩士論文　論文類型：學位論文

  更多相關文章： 高速鐵路 搶修梁 預應力鋼結(jié)構(gòu) 預應力鋼-混凝土組合梁 力學性能

【摘要】：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。高鐵列車對線路的平順性和工后沉降要求很高,因而普遍采用以橋代路的建造方式,高鐵線路中橋梁占很大比例。橋梁結(jié)構(gòu)在戰(zhàn)時易毀難修,在地震、滑坡、泥石流等自然災害下亦可能發(fā)生損毀。高鐵線路的斷交將造成巨大的經(jīng)濟損失,但目前國內(nèi)尚沒有專門針對高鐵橋梁的搶修技術和搶修器材儲備,既有普通鐵路橋梁搶修器材的技術戰(zhàn)術性能指標又不能滿足高鐵橋梁搶修的需要。已經(jīng)投入運營、數(shù)量巨大的高鐵橋梁面臨損毀后沒有搶修技術支撐、沒有搶修器材儲備的窘境。因此,研究一種適應高鐵橋梁搶修的梁部搶修結(jié)構(gòu)是迫切的,并且具有重要的經(jīng)濟意義和社會效益。論文在回顧既有鐵路搶修鋼梁的基礎上,提出了一種新型高鐵搶修梁,并對其力學性能進行了分析研究,主要工作和結(jié)論如下:(1)研究提出了一種新的高鐵橋梁梁部搶修技術方案。與傳統(tǒng)的普通鐵路橋梁搶修方法不同,新的搶修方案中用于臨時搶修的梁部結(jié)構(gòu)不再拆除,而是通過結(jié)構(gòu)體系的轉(zhuǎn)換,將臨時搶修梁轉(zhuǎn)變?yōu)橛谰脴蛄航Y(jié)構(gòu),從而避免了對損毀橋梁的二次換架。(2)設計了適應新的搶修方案功能需求的高鐵搶修梁。確定了搶修梁的結(jié)構(gòu)形式,研究了搶修梁節(jié)段間的連接方式。通過采用鋼銷-剪力鍵的連接方式,并在搶修梁底板布置預應力筋,使搶修梁成為預應力鋼結(jié)構(gòu),有效地提高了搶修梁的現(xiàn)場拼架速度,改善了臨時搶修梁的豎向、橫向剛度,較之普通鐵路搶修鋼梁可顯著的提高臨時通車速度。(3)研究了臨時搶修梁向永久橋梁結(jié)構(gòu)轉(zhuǎn)換的技術方案。通過在搶修鋼梁翼板上方逐線澆筑混凝土,布置并張拉體外預應力筋,形成預應力鋼-混凝土組合梁。通過連接上下行線的單線搶修梁,布置并張拉橫向預應力筋,使搶修梁形成雙線整孔預應力組合梁。(4)臨時通車狀態(tài)單線搶修梁的力學性能分析結(jié)果表明,在高鐵荷載作用下,搶修梁的強度、剛度、自振頻率等符合《鐵路橋涵設計基本規(guī)范》的要求。搶修梁節(jié)段間鋼銷-剪力鍵的連接方式由于腹板不能傳遞拉力,搶修梁的強度和剛度較同截面梁有所降低�？v向預應力筋的設置,可顯著提高搶修梁的豎向剛度,降低梁體的總體應力水平。(5)正常運營狀態(tài)雙線永久梁部結(jié)構(gòu)的力學性能分析結(jié)果表明,在高鐵荷載作用下,永久梁部結(jié)構(gòu)的強度、剛度、自振頻率等符合《高速鐵路設計規(guī)范》的要求,其整體性能和原有雙線整孔預應力混凝土箱型梁相當。和單線臨時搶修梁相比,雙線永久梁的應力水平明顯降低,豎向、橫向剛度得到了顯著提高。論文提出的高鐵橋梁搶修技術方案,搶修速度快,臨時通車速度較高,通過結(jié)構(gòu)體系的轉(zhuǎn)換可形成永久橋梁結(jié)構(gòu),避免了對損毀橋梁的二次換架,為我國高鐵橋梁的搶修提供了一種器材儲備和技術支撐,經(jīng)濟、社會效益顯著。
[Abstract]:China is currently the world's longest high-speed rail operation mileage, the largest building in the country. Demanding settlement of high-speed trains of the track and after work, so it is generally used to build bridges instead of roads, high-speed rail lines in Liang Zhan. A large proportion of bridges in wartime to repair the damaged. The earthquake, landslides, landslides and other natural disasters may damage relations. The high-speed rail line will cause huge economic losses, but there is no specific high iron bridge repair technology and equipment repair reserves, both technical and tactical performance of ordinary railway bridge repair equipment can not meet the need of high speed railway bridges repair. Has been put into operation, a huge number of high-speed railway bridge face after damage repair technology no support, no repair equipment reserve dilemma. Therefore, research on an adaptation of high-speed railway bridge repair repair girder structure It is urgent, and has important economic and social benefits. The thesis is on the basis of railway emergency steel girder, proposes a new high-speed repair beam, and the mechanical properties were studied, the main work and conclusions are as follows: (1) this paper proposes a new high-speed rail bridge beam repair technology. Different from the traditional ordinary railway bridge repair method, beam structure for a temporary repair repair program in the new no longer removed, but through the transformation of the structure system, the temporary repair beam into a permanent bridge structure, so as to avoid the damage to the bridge for the two frame (2). Designed to meet the functional requirements of the new high speed rail repair scheme of repair beams. The repair beams, the repair connection girder segment between. Through the connection using a steel pin shear connector, and repair the bottom beam pre layout Stress reinforcement, repair the beam become prestressed steel structure, effectively improve the repair site erection of beam speed, improve the temporary repair girder vertical and lateral stiffness, compared with ordinary railway emergency steel girder can significantly improve the speed of temporary traffic. (3) of temporary repair to the technical scheme of permanent bridge beam conversion. Through the repair steel beam above the wing plate by line layout and pouring concrete, external prestressed tendons, the formation of prestressed steel-concrete composite beams. The single track down line connection repair beams are arranged and tensioned transversely prestressed bars, the repair beams forming double track prestressed composite beam (4) temporarily. Traffic state analysis of mechanical properties of the beam line repair showed that in high iron loading, repair beam strength, stiffness, vibration frequency in line with the "basic norms of railway bridge and Culvert Design > requirements. Repair girder sections between steel shear pin Key connection as the web can not transfer the tension, repair the beam strength and stiffness of beams decreased. Compared with longitudinal prestressed reinforcement settings, can significantly improve the repair beam vertical stiffness, reduce the overall beam stress level. (5) the mechanical properties analysis results of the normal operating state of permanent double beam structure that, in the high iron loading, permanent beam structure strength, stiffness, vibration frequency with high speed railway design specification > < requirements, the overall performance and the original double track prestressed concrete box girder. And single beam temporary repair compared to the vertical double beam permanent stress the level decreased significantly, the lateral stiffness has been significantly improved. The proposed high-speed rail bridge repair technology, repair speed, temporary traffic speed is higher, the formation of a permanent bridge structure through the conversion of the structure system, to avoid damage The two replacement of the bridge provides a kind of equipment reserve and technical support for the rush repair of the high speed railway bridge in China. The economic and social benefits are remarkable.

【學位授予單位】：石家莊鐵道大學
【學位級別】：碩士
【學位授予年份】：2016
【分類號】：U445.7;U441

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