基于弦测技术的铁路上承式拱桥桥面变形限值研究
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摘要
铁路拱桥桥面过大变形将危及列车行驶和桥梁结构的安全,但已有关于拱桥变形限值标准及评判依据的研究较为少见。以某上承式拱桥为研究对象,建立桥梁全桥有限元模型并进行车桥耦合振动分析,研究温度及不同倍数徐变引起的桥面变形对列车动力响应的影响,对比分析弦测法弦长与列车在轨道和上承式拱桥上运行的动力响应间的对应关系。结果表明:仅考虑轨道不平顺激励时,30～50 m弦测法能够较好地反映高速列车的加速度响应的变化规律;上承式拱桥徐变倍数为1.6时,车辆竖向加速度响应超限;仅轨道不平顺作用下列车竖向加速度卓越频率约为1 Hz,运行在上承式拱桥上时的卓越频率在1～2 Hz,说明影响振动的波长范围由长波向中长波扩展;弦测法用于上承式拱桥时,采用20～30 m弦长;上承式拱桥温度及徐变极限变形20,25,30 m弦测矢量值为3.8,4.3,5.3 mm,对应的限值可采用3.5,4.0,5.0 mm。
Excessive deformation of the bridge surface of the railway arch bridge will endanger the safety of the train and the bridge. However, the research is relatively scarce about the limit standards and judgment basis of the deck deformation for railway arch bridges. A deck arch bridge was taken as the research object, the full model of this bridge was established, and then the vehicle-bridge coupling vibration analysis was performed. The influence of the bridge deck deformation caused by temperature and different times creep on the dynamic responses of the vehicle was then investigated, and the correspondence between the chord length of the chord measurement method and the dynamic responses of the vehicle running on the track and the deck arch bridge was comparative analyzed. The results show that the variation law of the acceleration response of the high-speed vehicle can be reflected accurately through the 30～50 m chord measurement method when only the track irregularity excitation is considered. When the creep ratio of this deck arch bridge is 1.6, the vertical acceleration response of the vehicle exceeds the response limit. The predominant frequency of the vertical acceleration of the vehicle is 1 Hz only under the effect of the track irregularity, and that of the vehicle running on the deck arch bridge increases to 1～2 Hz, indicating that the range of wavelengths affecting vibration extends from long-wavelength to medium-long-wavelength. Chord length from 20 m to 30 m is more suitable in chord measurement method for deck arch bridges. The 20 m, 25 m and 30 m chord vector value of the temperature and creep ultimate deformation for deck arch bridges is 3.8 mm, 4.3 mm and 5.3 mm, and the corresponding chord limit can be determined as 3.5 mm, 4.0 mm and 5 mm, respectively.
Excessive deformation of the bridge surface of the railway arch bridge will endanger the safety of the train and the bridge. However, the research is relatively scarce about the limit standards and judgment basis of the deck deformation for railway arch bridges. A deck arch bridge was taken as the research object, the full model of this bridge was established, and then the vehicle-bridge coupling vibration analysis was performed. The influence of the bridge deck deformation caused by temperature and different times creep on the dynamic responses of the vehicle was then investigated, and the correspondence between the chord length of the chord measurement method and the dynamic responses of the vehicle running on the track and the deck arch bridge was comparative analyzed. The results show that the variation law of the acceleration response of the high-speed vehicle can be reflected accurately through the 30～50 m chord measurement method when only the track irregularity excitation is considered. When the creep ratio of this deck arch bridge is 1.6, the vertical acceleration response of the vehicle exceeds the response limit. The predominant frequency of the vertical acceleration of the vehicle is 1 Hz only under the effect of the track irregularity, and that of the vehicle running on the deck arch bridge increases to 1～2 Hz, indicating that the range of wavelengths affecting vibration extends from long-wavelength to medium-long-wavelength. Chord length from 20 m to 30 m is more suitable in chord measurement method for deck arch bridges. The 20 m, 25 m and 30 m chord vector value of the temperature and creep ultimate deformation for deck arch bridges is 3.8 mm, 4.3 mm and 5.3 mm, and the corresponding chord limit can be determined as 3.5 mm, 4.0 mm and 5 mm, respectively.
引文
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[2] 徐昕宇.复杂山区铁路风-车-桥系统耦合振动研究[D].成都:西南交通大学,2017.
[3] 游励晖,陈思孝.西南山区铁路桥梁设计的几点思考[J].高速铁路技术,2015,6(5):78-82.
[4] Zhou J,Liu L,Lu P.Application of FAHP for stone arch bridge strengthening scheme optimization[J].Intelligent Automation & Soft Computing,2012,18(7):981-989.
[5] Bazant Z P,Yu Q,Li G H.Excessive long-time deflections of prestressed box girders I:Record-span bridge in Palau and other paradigms[J].Journal of structural engineering,2012,138(6):676-686.
[6] Bazant Z P,Jirasek M I,Hubler M H,et al.RILEM draft recommendation:TC-242-MDC multi-decade creep and shrinkage of concrete:material model and structural analysis.model B4 for creep,drying shrinkage and autogenous shrinkage of normal and high-strength concretes with multi-decade applicability[J].Materials and structures,2015,48(4):753-770.
[7] Bazant Z P, Yu Q, Li G H, et al. Excessive deflections of record-span prestressed box girder:Lessons learned from the collapse of the Koror-Babeldaob Bridge in Palau[J]. ACI Concrete International,2010,32:44-52.
[8] 黎国清,刘秀波,杨飞,等.高速铁路简支梁徐变上拱引起的高低不平顺变化规律及其对行车动力性能的影响[J].中国科学:技术科学,2014(7):786-792.
[9] 王昆鹏,夏禾,张楠.混凝土徐变对柔性车体列车-桥梁系统动力响应影响分析[J].北京交通大学学报,2017,41(6):114-121.
[10] Strauss A,Wan-Wendner R,Vidovic A,et al. Gamma prediction models for long-term creep deformations of prestressed concrete bridges[J]. Journal of Civil Engineering and Management, 2017,23(6):681-698.
[11] 寿楠椿,毕波,竹学叶,等.钢筋混凝土拱桥徐变稳定性研究[C]∥中国土木工程学会,中国力学学会.第七届年会土木工程计算机应用文集.北京:1999:22-26.
[12] Wang Y F,Han B,Du J S,et al. Creep analysis of concrete filled steel tube arch bridges[J]. Structural Engineering and Mechanics,2007,27(6):639-650.
[13] Yang C,Xiang T,Du B. Stochastic long-term behavior of a reinforced concrete arch bridge[J]. Advances in Structural Engineering,2017,20(10):1560-1571.
[14] Ono S,Ukai T. Development of a track management method for Shinkansen speed increases[J]. JR East Technical Review No. 12,2008:70-75.
[15] Zhai W M,Wang K Y,Cai C B. Fundamentals of vehicle-track coupled dynamics[J]. Vehicle System Dynamics, 2009, 47(11):1349-1376.
[16] 李永乐,徐昕宇,严乃杰,等.三线合一、三塔悬索桥风-车-桥耦合振动性能对比[J].交通运输工程学报,2015,15(6):17-25.
[17] Li Y L,Xu X Y,Zhou Y,et al. An interactive method for the analysis of the simulation of vehicle-bridge coupling vibration using ANSYS and SIMPACK[J]. Proceedings of the Institution of Mechanical Engineers,Part F:Journal of Rail and Rapid Transit, 2018,232(3):663-679.
[18] Morimura T,Seki M. The process of achieving 270 km/h operation for Tokaido Shinkansen-Part 2:technology development[J]. Proceedings of the Institution of Mechanical Engineers,Part F:Journal of Rail and Rapid Transit,2005,219(1):27-43.
[19] 郑晓龙,鄢勇,樊启武.考虑桥墩温差效应的车桥动力分析研究[J].铁道工程学报,2015,32(8):60-65.
[20] Li Y D,Xie H Q,Zhu M. Analysis on dynamic performance of high-Speed railway piers in China[C]. ICLEM 2010:Logistics For Sustained Economic Development:Infrastructure,Information,Integration,Chengdu,2010.
[21] Li Y X. Vehicle-bridge interaction and vibration suppression using magnetorheological nanocomposites[D]. Irvine:University of California,Irvine,2015.
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