重載鐵路橋梁動(dòng)力響應(yīng)的隨機(jī)性分析及最大值估計(jì)
發(fā)布時(shí)間：2019-07-13 18:19
【摘要】：為評(píng)估現(xiàn)有橋梁通行大軸重列車的可行性,基于某重載鐵路橋梁的現(xiàn)場(chǎng)試驗(yàn)數(shù)據(jù),對(duì)不同軸重列車以不同運(yùn)行速度通過(guò)橋梁時(shí)橋梁動(dòng)力響應(yīng)的隨機(jī)性進(jìn)行分析,并且結(jié)合3倍標(biāo)準(zhǔn)差原理進(jìn)行動(dòng)力響應(yīng)最大值估計(jì)。結(jié)果表明:在60~80km·h~(-1)的速度范圍內(nèi),列車速度對(duì)橋梁的豎向撓度和橫向振幅影響不大;隨著列車速度的提高,橋梁的豎向振幅緩慢增加,而且橋梁跨中的橫、豎向強(qiáng)振頻率和振動(dòng)加速度也呈逐漸增大趨勢(shì);隨著貨車軸重的增加,橋梁的豎向撓度呈近似線性增加趨勢(shì),振幅和振動(dòng)加速度也不斷增大;25t軸重運(yùn)營(yíng)列車引起的橋梁動(dòng)力響應(yīng)的概率密度離散程度較大,而試驗(yàn)列車的離散程度較小;在相同列車速度條件下,跨中的橫向響應(yīng)比豎向響應(yīng)的隨機(jī)性大,振幅和振動(dòng)加速度的隨機(jī)性相當(dāng),豎向撓度的隨機(jī)性最小;對(duì)1座孔跨布置為2-24m的低高度預(yù)應(yīng)力混凝土T型簡(jiǎn)支梁橋的動(dòng)力響應(yīng)最大值估計(jì)的結(jié)果表明,該橋能夠通行75km·h~(-1)速度以下的30t軸重列車。
[Abstract]:In order to evaluate the feasibility of the existing bridge passing through the large axle load train, based on the field test data of a heavy load railway bridge, the randomness of the bridge dynamic response of different axle load trains passing through the bridge at different running speeds is analyzed, and the maximum dynamic response is estimated according to the principle of 3 times standard deviation. The results show that in the speed range of 60 ~ 80km 路h ~ (- 1), the train speed has little effect on the vertical deflection and transverse amplitude of the bridge, and with the increase of the train speed, the vertical amplitude of the bridge increases slowly, and the transverse and vertical strong vibration frequency and vibration acceleration in the middle of the bridge span also increase gradually. With the increase of freight car axle load, the vertical deflection of the bridge increases approximately linearly, and the amplitude and vibration acceleration also increase. The probability density discretization of the dynamic response of the bridge caused by the 25t axle load operation train is larger, but the dispersion degree of the test train is small. Under the same train speed condition, the lateral response in the middle of the span is larger than the randomness of the vertical response, the randomness of amplitude and vibration acceleration is the same, and the randomness of vertical deflection is the smallest. The maximum dynamic response of a low height prestressed concrete T-type simply supported beam bridge with a span of 2 鈮，
本文編號(hào)：2514189
[Abstract]:In order to evaluate the feasibility of the existing bridge passing through the large axle load train, based on the field test data of a heavy load railway bridge, the randomness of the bridge dynamic response of different axle load trains passing through the bridge at different running speeds is analyzed, and the maximum dynamic response is estimated according to the principle of 3 times standard deviation. The results show that in the speed range of 60 ~ 80km 路h ~ (- 1), the train speed has little effect on the vertical deflection and transverse amplitude of the bridge, and with the increase of the train speed, the vertical amplitude of the bridge increases slowly, and the transverse and vertical strong vibration frequency and vibration acceleration in the middle of the bridge span also increase gradually. With the increase of freight car axle load, the vertical deflection of the bridge increases approximately linearly, and the amplitude and vibration acceleration also increase. The probability density discretization of the dynamic response of the bridge caused by the 25t axle load operation train is larger, but the dispersion degree of the test train is small. Under the same train speed condition, the lateral response in the middle of the span is larger than the randomness of the vertical response, the randomness of amplitude and vibration acceleration is the same, and the randomness of vertical deflection is the smallest. The maximum dynamic response of a low height prestressed concrete T-type simply supported beam bridge with a span of 2 鈮，
本文編號(hào)：2514189
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