列车作用下高架车站内力分析及配筋研究
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摘要
高架车站是建筑和桥梁综合体,承受列车动力作用。根据列车的实际编组和轮对,运用ANSYS APDL程序开展以下研究:(1)采用瞬态分析,计算钢轨磨损和接头不平顺条件下列车动力对高架车站的轨道梁、支撑柱的作用力,发现钢轨磨损下列车作用力影响较大;(2)以磨损不平顺为基础,分别计算列车运行时速60 km、80 km、120 km条件下对轨道梁、支撑柱的作用,结果表明列车运行时速越大,列车动力对轨道梁的作用力越大;(3)采用静力分析,将列车轴重乘以铁路设计规范计算动力系数按移动荷载施加在轨道梁上,计算结果与钢轨磨损条件下列车设计时速80 km计算完全一致;(4)将列车按均布荷载施加在轨道梁上,比较上述三者的差别,结果显示施加均布荷载造成轨道梁支座弯矩偏大、跨中弯矩偏小、支撑柱轴力偏大。根据列车作用下轨道梁内力分别以容许应力法和概率极限状态分析法进行配筋比较,两者配筋结果基本一致。
Formed by buildings and bridges, the elevated station, as a whole, bears train dynamics. According to the actual train formation and wheelsets, ANSYS APDL program is used for the following study: the transient analysis is applied to calculate the acting force of train dynamics on track beams and supporting pillars of the elevated station under the conditions of rail wear and joint irregularity. It is found that with rail wear, the effect of the train's dynamics is relatively high. Based on irregularity of rail wear, the effect of train dynamics on track beams and supporting pillars with the train running at speed of 60km/h, 80km/h and 120km/h is calculated respectively. The results show that the acting force of trains on track beams increases with the speed of the train in operation; static analysis is used while the axle load of the train is multiplied by the dynamic coefficient calculated in accordance with railway design specifications to obtain the moving load, which is then applied to the track beam. The calculation result is exactly the same with that acquired under the design speed of 80 km/h with rail wear. The load of the train is then simplified as an even load, which is exerted on the track beam. The three cases above are compared with each other and the results show that, under the even load, the bending moment of the track beam support is relatively large, the mid-span moment is relatively small, and the axial force of the supporting pillar is relatively large. According to the internal force of the track beam under train dynamics, the reinforcement results obtained with the allowable stress method and the probabilistic limit method are compared with each other, which are found to be basically the same.
Formed by buildings and bridges, the elevated station, as a whole, bears train dynamics. According to the actual train formation and wheelsets, ANSYS APDL program is used for the following study: the transient analysis is applied to calculate the acting force of train dynamics on track beams and supporting pillars of the elevated station under the conditions of rail wear and joint irregularity. It is found that with rail wear, the effect of the train's dynamics is relatively high. Based on irregularity of rail wear, the effect of train dynamics on track beams and supporting pillars with the train running at speed of 60km/h, 80km/h and 120km/h is calculated respectively. The results show that the acting force of trains on track beams increases with the speed of the train in operation; static analysis is used while the axle load of the train is multiplied by the dynamic coefficient calculated in accordance with railway design specifications to obtain the moving load, which is then applied to the track beam. The calculation result is exactly the same with that acquired under the design speed of 80 km/h with rail wear. The load of the train is then simplified as an even load, which is exerted on the track beam. The three cases above are compared with each other and the results show that, under the even load, the bending moment of the track beam support is relatively large, the mid-span moment is relatively small, and the axial force of the supporting pillar is relatively large. According to the internal force of the track beam under train dynamics, the reinforcement results obtained with the allowable stress method and the probabilistic limit method are compared with each other, which are found to be basically the same.
引文
[1]许小波.铁路桥梁规范和建筑规范在城市轨道交通高架车站结构设计中的应用[J].城市轨道交通研究,2014(9):128-130.
[2]GB 50157-2013地铁设计规范[S].
[3]TB 10002.1-2005铁路桥涵设计基本规范[S].
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[6]李小珍,刘全民.铁路高架车站车致振动实测与理论分析[J].西南交通大学学报,2014,49(4):613-618.
[7]HIROKAZU TAKEMIYA,SHUEHI SATONAKA,WEI-PING XIE.Train track-ground dynamics due to high speed moving source and ground vibration transmission[J].Journal of Structure Mechanics and Earthquake Engineering,2001,682(7):299-309.
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[2]GB 50157-2013地铁设计规范[S].
[3]TB 10002.1-2005铁路桥涵设计基本规范[S].
[4]GB 50011-2010建筑抗震设计规范[S].
[5]崔高航.城轨交通引起的环境振动研究及轨道谱参数虚拟反演[D].哈尔滨:哈尔滨工业大学,2009.
[6]李小珍,刘全民.铁路高架车站车致振动实测与理论分析[J].西南交通大学学报,2014,49(4):613-618.
[7]HIROKAZU TAKEMIYA,SHUEHI SATONAKA,WEI-PING XIE.Train track-ground dynamics due to high speed moving source and ground vibration transmission[J].Journal of Structure Mechanics and Earthquake Engineering,2001,682(7):299-309.
[8]X TAO,X ZHENG,Q XING.Virtual inversion of environment vibration sources caused by rail traffic in urban areas[C]//The14th International Conference on Urban Transport and the Environment in the 21st Century,Malta,2008.
[9]陈宪麦.轨道不平顺时频域分析及预测方法的研究[D].北京:铁道科学研究院,2006.