既有铁路桥梁声屏障的高速列车脉动风致响应
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摘要
采用SAP2000有限元软件,建立了既有桥梁声屏障的有限元模型,混凝土插板与H型钢立柱之间的连接采用位移和转角弹簧模拟.探讨了脉动力采用多点输入和一致输入,跨度16,24和32 m的铁路桥梁声屏障的动力响应,分析了声屏障的位移峰值、弯矩峰值和动力放大系数的分布特征.结果表明,常用跨度铁路桥梁声屏障的行波效应系数均小于1;声屏障立柱的位移和挑梁弯矩的最大值随桥梁跨度增大而减小;声屏障挑梁刚度过小,跨度16 m的铁路桥梁声屏障立柱的最大位移达15.5 mm.
A finite element model for noise barriers of the existing railway bridges was built by using an SAP2000(structural analysis programme) software.In this model,the connections between stop plank and H-type steel columns are simulated using displacement springs and rotation springs.The dynamic responses of noise barriers for three types of railway bridges with a span of 16,24 or 32 m were analyzed by considering both multiple support excitation and uniform excitation.The distribution characteristics of displacement amplitude,bending moment amplitude and dynamic magnification coefficient of noise barriers were investigated.The research results show that the factor of traveling-wave effect of noise barriers are below 1 for the three types of railway bridges.The maximum displacement of the columns and the bending moment of the cantilever beam decrease with the increase of bridge span.The maximum displacement of the columns for a 16 m span bridge reaches 15.5 mm due to the deficient stiffness of its cantilever beam.
A finite element model for noise barriers of the existing railway bridges was built by using an SAP2000(structural analysis programme) software.In this model,the connections between stop plank and H-type steel columns are simulated using displacement springs and rotation springs.The dynamic responses of noise barriers for three types of railway bridges with a span of 16,24 or 32 m were analyzed by considering both multiple support excitation and uniform excitation.The distribution characteristics of displacement amplitude,bending moment amplitude and dynamic magnification coefficient of noise barriers were investigated.The research results show that the factor of traveling-wave effect of noise barriers are below 1 for the three types of railway bridges.The maximum displacement of the columns and the bending moment of the cantilever beam decrease with the increase of bridge span.The maximum displacement of the columns for a 16 m span bridge reaches 15.5 mm due to the deficient stiffness of its cantilever beam.
引文
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[3]郑希正.铁路提速既有线简支梁桥加固问题研究[J].国防交通工程与技术,2007,5(2):7-9.ZHENG Xizheng.On howto consolidate simple-supported railway bridges of the existing railway to adapt to train acceleration[J].Traffic Engineering and Technology for National Defence,2007,5(2):7-9.
[4]段金明,周敬宣.国外道路声屏障结构形式的研究进展[J].公路,2005,22(6):190-193.DUAN Jinming,ZHOUJingxuan.Foreign research development of configurations of road noise barriers[J].Highway,2005,22(6):190-193.
[5]焦长洲,高波,王广地.声屏障结构的列车脉动风致振动分析[J].西南交通大学学报,2007,42(5):531-536.JIAO Changzhou,GAO Bo,WANG Guangdi.Vibration analysis of noise barrier structures subjected to train-inducedimpulsive wind pressure[J].Journal of Southwest Jiaotong University,2007,42(5):531-536.
[6]SCHOLZ M,BUBA Z,BORUTTAU M.客运专线声屏障咨询报告[R].北京:PEC+S工程设计咨询服务有限公司,2007.
[7]张继文.客运专线铁路声屏障动力分析与结构设计研究阶段成果评审技术报告[R].南京:东南大学土木工程学院,2006.
[8]ERNESTO HZ,ADRIAN L.Torsional response of symmetric buildings to incoherent and phase-delayed earthquake groundmotion[J].Earthquake Engineering and Structural Dynamics,2003,32(7):1021-1038.
[9]LIN J H,ZHANG Y H,LI Q S.Seismic spatial effects for long-span bridges using the pseudo excitation method[J].Engineering Structures,2004,26(9):1207-1216.
[10]沈顺高,张微敬,朱丹,等.大跨度机库结构多点输入地震反应分析[J].土木工程学报,2008,41(2):17-21.SHEN Shungao,ZHANG Weijing,ZHU Dan,et al.Seismic response analysis of two long-span hangars under multiplesupport excitations[J].China Civil Engineering Journal,2008,41(2):17-21.
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