【摘要】：我國早期既有鐵路橋梁多為分片式預(yù)制混凝土T型簡支梁橋,橋梁本身橫向連接剛度較弱,而且早期橋梁設(shè)計的列車最高速度僅為120km/h,遠(yuǎn)低于現(xiàn)在高速列車的時速；橋梁的設(shè)計活載也無法滿足當(dāng)前重載列車的行車要求,并且在橋梁的使用過程中存在預(yù)應(yīng)力損失和超負(fù)荷運營等狀況。這些因素造成了既有橋梁在提速列車與重載列車的作用下,出現(xiàn)承載力不足、橫向振動過大等問題。一些既有的加固方法存在著諸如需要中斷線路運營、工期長、加固效果不明顯、經(jīng)濟效益差等種種問題,因此迫切需要一種既滿足安全要求又具有良好經(jīng)濟效益的快速加固方法。 本文以雙片式32m預(yù)應(yīng)力混凝土單線簡支梁橋為例,提出了通過體外預(yù)應(yīng)力鋼絞線及預(yù)制混凝土橫隔板對橋梁進(jìn)行橫向和豎向快速加固的四種不同加固方案,并應(yīng)用有限元軟件ANSYS分析了四種不同加固方案造成的橋梁豎向撓度以及自振特性的改變,并據(jù)此選定了一種最優(yōu)加固方案。 為得到橋梁加固前后的動力響應(yīng),判斷橋梁加固方案的加固效果,本文采用多體動力學(xué)軟件UM進(jìn)行了車橋耦合動力仿真分析,分析了橋梁加固前后在重載列車和高速列車不同速度等級作用下的動力特性,研究了不同軌道不平順譜及不同Rayleigh阻尼參數(shù)對橋梁動力仿真計算的影響。 本文分析了車橋系統(tǒng)共振的原理和影響因素,給出了造成橋梁加固后共振響應(yīng)變化的原因；進(jìn)行了兩種高速列車不同速度等級的車橋耦合振動分析,證明了車橋系統(tǒng)共振理論推導(dǎo)公式計算結(jié)果的正確性以及橋梁加固后發(fā)生共振時橋梁的安全性。
[Abstract]:Most of the existing railway bridges in China were prefabricated concrete T-type simply supported beam bridges in the early stage of our country, and the lateral connection stiffness of the bridge itself was relatively weak, and the maximum speed of the train designed by the early bridges was only 120 kmhm / h, which was much lower than the speed of the present high-speed trains. The design of the bridge can not meet the traffic requirements of the current heavy-duty trains, and there are pre-stress loss and overload operation in the use of the bridge. These factors lead to the problems of insufficient bearing capacity and excessive lateral vibration of existing bridges under the action of speed-up train and heavy-duty train. Some existing reinforcement methods have many problems, such as the need to interrupt the operation of the line, the long construction period, the inconspicuous reinforcement effect, and the poor economic benefit, and so on. Therefore, there is an urgent need for a rapid reinforcement method which not only meets the safety requirements but also has good economic benefits. Taking the two-piece 32m prestressed concrete single-wire simply supported beam bridge as an example, four different reinforcement schemes for the lateral and vertical rapid reinforcement of the bridge through external prestressed steel strands and precast concrete transverse diaphragms are put forward in this paper. Finite element software ANSYS is used to analyze the change of vertical deflection and natural vibration characteristics of the bridge caused by four different reinforcement schemes, and an optimal reinforcement scheme is selected on the basis of the change of the vertical deflection and the natural vibration characteristics of the bridge caused by four different reinforcement schemes. In order to obtain the dynamic response of the bridge before and after strengthening, and to judge the reinforcement effect of the bridge reinforcement scheme, this paper uses the multi-body dynamics software UM to carry on the vehicle-bridge coupling dynamic simulation analysis. The dynamic characteristics of bridge before and after reinforcement are analyzed under the action of heavy-duty train and high-speed train, and the influence of different track irregularity spectrum and different Rayleigh damping parameters on the dynamic simulation of bridge is studied. In this paper, the principle and influencing factors of the vehicle-bridge system resonance are analyzed, and the reasons for the change of the resonance response after the bridge reinforcement are given. The coupling vibration analysis of two kinds of high-speed trains with different speed grades is carried out, which proves the correctness of the calculation results of the formulas derived from the resonance theory of the vehicle-bridge system and the safety of the bridge when resonance occurs after the bridge is strengthened.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U448.217;U445.72

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本文編號：2442769