基于车-桥耦合振动的铁路钢管混凝土系杆拱桥冲击系数研究

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振动与冲击 ›› 2021, Vol. 40 ›› Issue (6) : 115-120.

论文

蔺鹏臻1，王亚朋2

作者信息 +

Impact factor calculation of railway concrete-filled steel tubular tied-arch bridges based on vehicle-bridge coupling vibration analysis

LIN Pengzhen1，WANG Yapeng2

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文章历史 +

摘要

为合理评估铁路钢管混凝土(concrete-filled-steel-tubular ,CFST)系杆拱桥在移动列车荷载下的冲击系数，以我国高速铁路客运专线某计算跨径为136 m的钢管混凝土系杆拱桥为例，基于车-桥耦合振动的分析方法，建立了考虑桥梁桩-土效应的列车-桥梁动力相互作用模型，基于概率统计学假设检验方法，分析了2种车重、30组轨道不平顺、126种行车速度组合工况下系杆拱桥系梁、吊杆、拱肋的冲击系数。结果表明,系杆拱桥主要受力构件的冲击系数存在差异，其中拱肋的冲击系数最大，系梁的冲击系数次之，吊杆最小。冲击系数的概率分布服从极值I型，在95%的保证率下，算例系杆拱桥的系梁、吊杆和拱肋冲击系数分别约为1.05,1.04和1.08，均大于现有规范的取值。在进行大跨度高速铁路系杆拱桥设计时，应考虑对冲击系数进行必要的放大，以利于桥梁安全。

Abstract

To reasonably calculate the impact factor of concrete-filled-steel-tubular (CFST) tied arch bridges subject to train running load, a train-bridge dynamic model considering soil-pier interaction was established based on the vehicle-bridge coupled dynamics.Taking a certain 136 m-long CFST tied arch bridge for the high-speed railway as an instance, the impact factors of tie beams, hanger rods and arch ribs under different working conditions, were investigated by using the hypothesis testing method of probability statistics.The results show that the impact factors of different components are different.The impact factor of arch rib is the largest, while that of hanger rod is the smallest.The distribution of impact factors follows the type of Extreme Value I.Under the 95% assurance rate, the impact coefficients of tie beam, hanger rod and arch rib are about 1.05, 1.04 and 1.08, respectively, which are higher than those in existing China codes.In the design of long-span high-speed railway tied arch bridges, it is necessary to raise the impact coefficient to ensure the safety of the bridge.

导出引用

蔺鹏臻1，王亚朋2. 基于车-桥耦合振动的铁路钢管混凝土系杆拱桥冲击系数研究[J]. 振动与冲击, 2021, 40(6): 115-120

LIN Pengzhen1，WANG Yapeng2. Impact factor calculation of railway concrete-filled steel tubular tied-arch bridges based on vehicle-bridge coupling vibration analysis[J]. Journal of Vibration and Shock, 2021, 40(6): 115-120

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