CN111324925A - Method for judging overall rigidity of railway bridge - Google Patents
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Abstract
The invention relates to the technical field of bridge rigidity design, and particularly discloses a method for evaluating the overall rigidity of a railway bridge.
Description
Technical Field
The invention relates to the technical field of bridge rigidity design, in particular to a method for judging the integral rigidity of a railway bridge.
Background
For a large-span bridge (the span is greater than or equal to 100m), environmental factors such as wind, temperature, creep and settlement have a remarkable influence on the structural performance, and the static structural deformation caused by the environmental factors is usually larger than the dynamic structural deformation caused by a pure train.
The rigidity limit requirement of the existing design specification is only suitable for steel beams with the span not larger than 168m and concrete beams with the span not larger than 128m, no limit standard exists for bridges exceeding the span, the requirements for the static and dynamic deformation limits of the track cannot be applied to bridge design, the existing limit only requires that the structure can meet the strength requirement under the combined action of the most adverse states of various loads, but the deformation limit is independently given for various loads, and the influence degrees of various loads or actions are far away under different spans, bridge types and even different geological conditions, so that the influence of factors such as trains, wind, temperature, creep, settlement and the like on track deformation (which can be represented by girder deformation) curves of different bridge structural forms is different, and the deformation difference of the girders of the bridges with different spans is huge, especially large-span bridges. Therefore, the deformation limit requirements of the existing specifications cannot be uniformly applied to the design of different bridges, and the unreasonable rigidity design requirements are adopted, so that the construction cost can be greatly improved or the railway operation safety and the riding comfort can be influenced.
Disclosure of Invention
The invention aims to overcome the defects that the bridge span related to the rigidity design requirement in the prior art is limited, the deformation of bridge girders with different spans and forms is huge under the action of various factors, and the rigidity design of different bridges is difficult to adapt to, and provides a method for judging the integral rigidity of a railway bridge.
In order to achieve the above purpose, the invention provides the following technical scheme:
a method for judging the integral rigidity of a railway bridge comprises the following steps;
a. the method comprises the following steps of respectively carrying out train response test or calculation on a plurality of work points when a train passes through the work points through field actual measurement or numerical simulation to obtain a first deformation excitation curve under a first deformation excitation factor and a sample library corresponding to acceleration response, carrying out chord measurement on the first deformation excitation curve to obtain a first chord measurement value, and obtaining a first relation between the chord measurement value and acceleration through fitting as follows:
wherein, azIs a vertical acceleration, ayIs a lateral acceleration, szFor vertical chord measurements, syAs transverse chord measurement value, kzThe slope of a curve fitted to the vertical chord measured value and the vertical acceleration, bzIntercept, k, of a curve fitted to the vertical chord measured value and the vertical accelerationyThe slope of the curve fitted to the lateral chord measured value and the lateral acceleration, byFitting the intercept of a curve for the transverse chord measurement value and the transverse acceleration;
b. carrying out axle coupling vibration analysis on the bridge to be evaluated, wherein the second deformation excitation factors comprise main force factors and additional force factors, and obtaining a second deformation excitation curve under the second deformation excitation factors and a corresponding second vertical acceleration az' and a second lateral acceleration ay' measuring the second deformation excitation curve to obtain a second vertical chord measuring value s of the bridge to be evaluatedz' and second transverse chord value sy’；
c. For b in formula (1)zAnd byAnd correcting to obtain a second relation between the measured value and the acceleration as follows:
wherein, bz' is the intercept of a fitted curve of the vertical chord value and the vertical acceleration corresponding to the bridge to be evaluated, by' is the intercept of a fitted curve of the transverse chord measuring value and the transverse acceleration corresponding to the bridge to be evaluated;
d. vertical acceleration limit a required by design specificationsz *And a lateral acceleration limit ay *Obtaining vertical chord measuring value limit values s respectively by combining formula (2)z *And a transverse chord value sy *；
e. If sz’≤sz *And sy’≤sy *Then the integral rigidity of the bridge to be evaluated meets the design requirement; if sz’＞sz *Or sy’＞sy *If the integral rigidity of the bridge to be evaluated does not meet the design requirement, the bridge to be evaluated needs to be optimally designed, and then the steps b-e are repeated until the design requirement is metAnd (6) measuring the requirements.
The method for evaluating the integral rigidity of the railway bridge takes the first deformation excitation factor into consideration, respectively carries out train response test or calculation when a train passes through a plurality of work points of the existing railway line by field actual measurement, or respectively carries out train response calculation when the train passes through a plurality of work points of the set railway line by simulation to obtain a first deformation excitation curve and a sample library corresponding to acceleration response, then carries out chord measurement on the first deformation excitation curve, fits the relation between chord measurement values and corresponding acceleration to obtain a first relation between chord measurement values and acceleration, then carries out primary axle coupling vibration analysis on the bridge to be evaluated, correspondingly obtains a second deformation excitation curve and corresponding acceleration response of the bridge to be evaluated under the second deformation excitation factor, carries out chord measurement again to obtain a corresponding second vertical chord measurement value and a second transverse chord measurement value, then, the first relation of the chord measuring value and the acceleration is corrected to obtain a second relation of the chord measuring value and the acceleration, and a corresponding chord measuring value limit value is obtained by combining the acceleration limit value, such as the s of the bridge to be evaluatedz’≤sz *And sy’≤sy *The method is adopted to judge the integral rigidity of the bridge through chord measuring values, the calculation is simple and convenient, the rapid rechecking is convenient, the established sample library can be widely applied to the rigidity evaluation of each bridge design stage, the difference of the influence of various loads on the deformation of the track under different spans, bridge types and geological conditions is not required to be considered, the design time cost is saved, the method is particularly suitable for the integral rigidity evaluation of the large-span bridge which is not related to the existing specification, the problems of large amount of dynamic analysis and calculation work during the design of the large-span bridge, cost rising caused by unreasonable design rigidity, difficulty in later maintenance and operation safety are effectively avoided, and the method has a good application prospect.
Preferably, in the step a, the work points are a roadbed section and a bridge section.
Further preferably, the span of the bridge section is less than or equal to 40 m.
Because one railway line comprises various work points, wherein more roadbed sections and bridge sections exist, more medium-small span bridges mainly with spans below 40m exist in the bridge sections, the work points of large-span bridges are usually less, the length proportion in the whole railway line is smaller, the slope of the first relation between the chord measuring value and the acceleration obtained by fitting the work points of the large-span bridges is not greatly influenced, the workload of testing or calculation is facilitated to be simplified, and the efficiency is effectively improved.
Preferably, when the chord is measured in the step a and the step b, the length of the selected chord is determined according to the corresponding highest design vehicle speed.
Further preferably, if the highest design vehicle speed is less than 250km/h, 20-40m is adopted as the length of the chord line for calculation; if the highest designed vehicle speed is more than or equal to 250km/h, calculating by adopting the chord length of 30-50 m.
Further preferably, the maximum design vehicle speed in step b is in the same range as the maximum design vehicle speed in step a, and the chord length selected in step b is the same as the chord length selected in step a.
If the highest design vehicle speed of the bridge to be evaluated is greater than 250km/h, the highest design vehicle speed of the line selected by establishing the sample library in the step a is also greater than 250km/h, and if the first deformation excitation curve is calculated by adopting the length of a chord line of 40m, the second deformation excitation curve is also calculated by adopting the length of the chord line of 40 m; if the highest design vehicle speed of the bridge to be evaluated is less than or equal to 250km/h, the highest design vehicle speed of the line selected by establishing the sample library in the step a is less than or equal to 250km/h, the first deformation excitation curve is calculated by adopting the length of a 30m chord line, and the second deformation excitation curve is calculated by adopting the length of a 30m chord line.
Preferably, the first deformation stimulus factor in the step a is a track irregularity factor and a vehicle-induced bridge deformation factor.
In the step a, the first relation between the chord measuring value and the acceleration is mainly fitted, so that the train response test or calculation can be carried out on the bridge section by adopting the first deformation stimulus as the track irregularity factor and the train-induced bridge deformation factor and the roadbed section by adopting the first deformation stimulus as the track irregularity factor, the workload is effectively simplified, and the test or calculation difficulty is reduced.
Preferably, the main force factors in the step b include creep factors, settlement factors, adjacent line factors, rail irregularity factors and vehicle-induced bridge deformation factors, and the additional force factors include temperature factors and wind force factors.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
1. the relation between the chord measuring value and the acceleration is established, the overall rigidity of the bridge is judged through the chord measuring value, the calculation is simple and convenient, the fast rechecking is convenient to carry out, the established sample library can be widely applied to the rigidity evaluation of each bridge design stage, the difference of the influence of various loads on the track deformation under different spans, bridge types and geological conditions is not required to be considered, the design time cost is saved, the method is particularly suitable for the overall rigidity evaluation of the large-span bridge which is not related to the existing specification, the problems of large amount of dynamic analysis and calculation work during the design of the large-span bridge, cost rising caused by unreasonable design rigidity, difficulty in later maintenance and operation safety are effectively avoided, and the method has a good application prospect.
2. The rigidity evaluation can be carried out on the bridge section or the roadbed section in operation through chord measurement values by combining with the driving acceleration index in the operation stage so as to rapidly determine whether the bridge section or the roadbed section meets the operation safety requirement.
Drawings
FIG. 1 is a flow chart of a method for evaluating the overall rigidity of a railroad bridge according to the present invention;
fig. 2 is a graph showing a first relationship between the vertical chord value and the vertical acceleration in embodiment 1.
Detailed Description
The present invention will be described in further detail with reference to test examples and specific embodiments. It should be understood that the scope of the above-described subject matter is not limited to the following examples, and any techniques implemented based on the disclosure of the present invention are within the scope of the present invention.
Examples
A method for judging the integral rigidity of a railway bridge comprises the following steps;
a. the method comprises the following steps of respectively carrying out train response test or calculation on a plurality of work points when a train passes through the work points through field actual measurement or numerical simulation to obtain a first deformation excitation curve under a first deformation excitation factor and a sample library corresponding to acceleration response, carrying out chord measurement on the first deformation excitation curve to obtain a first chord measurement value, and obtaining a first relation between the chord measurement value and acceleration through fitting as follows:
wherein, azIs a vertical acceleration, ayIs a lateral acceleration, szFor vertical chord measurements, syAs transverse chord measurement value, kzThe slope of a curve fitted to the vertical chord measured value and the vertical acceleration, bzIntercept, k, of a curve fitted to the vertical chord measured value and the vertical accelerationyThe slope of the curve fitted to the lateral chord measured value and the lateral acceleration, byFitting the intercept of a curve for the transverse chord measurement value and the transverse acceleration;
b. carrying out axle coupling vibration analysis on the bridge to be evaluated, wherein the second deformation excitation factors comprise main force factors and additional force factors, and obtaining a second deformation excitation curve under the second deformation excitation factors and a corresponding second vertical acceleration az' and a second lateral acceleration ay' measuring the second deformation excitation curve to obtain a second vertical chord measuring value s of the bridge to be evaluatedz' and second transverse chord value sy’；
c. For b in formula (1)zAnd byAnd correcting to obtain a second relation between the measured value and the acceleration as follows:
wherein, bz' is the intercept of a fitted curve of the vertical chord value and the vertical acceleration corresponding to the bridge to be evaluated, by' correspond to the bridge to be assessedThe intercept of a curve fitting the transverse chord measurement value and the transverse acceleration;
d. vertical acceleration limit a required by design specificationsz *And a lateral acceleration limit ay *Obtaining vertical chord measuring value limit values s respectively by combining formula (2)z *And a transverse chord value sy *；
e. If sz’≤sz *And sy’≤sy *Then the integral rigidity of the bridge to be evaluated meets the design requirement; if sz’＞sz *Or sy’＞sy *And if the integral rigidity of the bridge to be evaluated does not meet the design requirement, optimizing the bridge to be evaluated, and repeating the steps b-e until the design requirement is met.
Firstly, establishing a relation between a chord measuring value and train acceleration, selecting a railway line, selecting an existing railway line, and setting the railway line, wherein a railway line is provided with various work points, preferably, a road base section and a bridge section with the span less than or equal to 40m consider a first deformation exciting factor, and train response test or calculation is respectively carried out when a train passes through by field actual measurement or numerical simulation, the first deformation exciting factor such as a bridge section can adopt a rail irregularity factor and a vehicle induced bridge deformation factor, and a road bed section adopts a rail irregularity factor, so that the workload is effectively simplified, the test or calculation difficulty is reduced, other factors can be used for test or calculation, then a first deformation exciting curve and corresponding acceleration response are obtained, if the highest speed of the bridge to be evaluated is designed to be 200km/h, and if the span is 340m, selecting the same highest design speed range, namely establishing samples of the railway line with the highest design speed less than 250km/h, and obtaining a plurality of samples of the vertical acceleration of the train body by considering the first deformation stimulus factor for a plurality of work points on a railway line with the highest design speed of 200km/h, and obtaining a plurality of samples of the transverse acceleration of the train body in the same way.
Then, a chord measuring method is adopted for the first deformation excitation curve in the vertical direction, namelyThe straight line with a certain length is used as a base line, the vector distance from the middle point of the base line to the rail surface is used as a measured value, due to the fact that the frequencies of vehicles of different vehicle speeds are greatly different, the sensitivity degrees of the vehicles to rail irregularity with different wavelengths are different, and the maximum design vehicle speed of a corresponding railway line is obtained in the chord measuring method. When the highest design speed is less than 250km/h, the sensitive wavelength is 25-70m, chord measurement is carried out by taking the chord length of 20-40m as a base line, so that the change rule of the acceleration of the corresponding train can be better reflected, and if the chord length is 30 m; for the train speed of more than or equal to 250km/h and the sensitive wavelength of 30-100m, the chord measurement is carried out by taking the chord length of 30-50m as a base line, so that the change rule of the corresponding train acceleration can be better reflected, and if the chord length is 40 m. Since the maximum design speed of the railway line is 200km/h, 30m is adopted as the chord length, the first relation between the vertical chord value and the vertical acceleration is obtained by fitting the corresponding relation between a plurality of first vertical chord values and a plurality of vertical accelerations, as shown in fig. 2, a is obtainedz＝0.00826sz+0.03507，azHas the unit of g, szThe unit is mm, and similarly, the first relation between the lateral chord measurement value and the lateral acceleration can also be obtained, and further the first relation between the chord measurement value and the acceleration is obtained, namely the formula (1).
Then, carrying out axle coupling vibration analysis on the bridge to be evaluated, wherein the second deformation excitation factors comprise main force factors and additional force factors, the main force factors comprise creep factors, settlement factors, adjacent line factors, track irregularity factors and vehicle-induced bridge deformation factors, the additional force factors comprise temperature factors and wind force factors, namely, the deformations considered in the design stage are superposed together, for example, when a train passes through the bridge at 200km/h, the track irregularity factors, the vehicle-induced bridge deformation factors, the creep factors and the temperature factors are considered in the vertical acceleration analysis, the obtained vertical second deformation excitation curve and the corresponding second vertical acceleration a are obtainedz', such as az0.0906g, selecting 30m as the chord length according to the highest design speed of the bridge to be evaluated, and performing chord measurement on the vertical second deformation excitation curve formed by superposing curves of track irregularity, bridge deformation, creep and temperature to obtain a second vertical chord measurement value of the bridge to be evaluatedsz' -10 mm. Similarly, a second transverse acceleration a can be obtained by considering the track irregularity factor, the vehicle-induced bridge deformation factor, the sedimentation factor, the adjacent line factor and the wind force factor during the transverse acceleration analysisy' and second transverse chord value sy’。
Will sz’、sy’、az' and ay' modification b in formula (1)zAnd byThe second relation between the measured value and the acceleration is obtained as follows:
wherein, bz' is the intercept of a fitted curve of the vertical chord value and the vertical acceleration corresponding to the bridge to be evaluated, by' is the intercept of a fitted curve of the transverse chord measuring value and the transverse acceleration corresponding to the bridge to be evaluated; if the second relation of vertical chord measuring value-vertical acceleration is corrected to az＝0.00826sz+0.008。
Then, according to the vertical acceleration limit a required by the design specificationsz *And a lateral acceleration limit ay *Obtaining vertical chord measuring value limit values s respectively by combining formula (2)z *And a transverse chord value sy *For example, the vehicle acceleration limit value according to "design Specification for high-speed railway" is az *＝0.1g，ay *(iii) binding formula (2) to 0.13g to give sz *And sy *E.g. az *Substituting 0.1g into az＝0.00826sz+0.008 to give sz *11.1mm due to sz' -10 mm, hence sz’＜sz *(ii) a In the same way, e.g. obtaining sy’≤sy *And the integral rigidity of the bridge to be evaluated meets the design requirement. If sz’＞sz *Or sy’＞sy *And optimizing and adjusting the overall rigidity design of the bridge to be evaluated.
The method for evaluating the overall rigidity of the railway bridge firstly establishes the relation between the chord measured value and the acceleration, evaluates the overall rigidity of the bridge through the chord measured value, establishes the rigidity evaluation method which is suitable for different bridges in the design stage, is simple and convenient to calculate, is convenient to carry out quick review, does not need to consider the difference of the influence of various loads on track deformation under different spans, bridge types and geological conditions, saves the design time cost, is particularly suitable for evaluating the overall rigidity of the large-span bridge which is not related to the specification, effectively avoids the problems of large amount of dynamic analysis and calculation work in the design of the large-span bridge, cost rise caused by unreasonable design rigidity, difficulty in later maintenance and operation safety, and has a very good application prospect.
In addition, the relation between the chord measuring value and the acceleration established by the invention can also be combined with the driving acceleration index in the operation stage to carry out rigidity evaluation on the bridge section or the roadbed section in operation through the chord measuring value so as to rapidly determine whether the bridge section or the roadbed section meets the operation safety requirement and provide technical guidance for bridge maintenance in the operation stage.
If the train transverse acceleration limit values respectively corresponding to the passenger-cargo collinear railways are respectively 0.06g, 0.09g, 0.15g and 0.2g and the train vertical acceleration limit values are respectively 0.1g, 0.15g, 0.20g and 0.25g according to the current management evaluation limit values, the corresponding vertical chord measuring value limit value s can be obtained by combining the formula (2)z *And a transverse chord value sy *See table 1 for vertical chord measurement limits, as obtained accordingly.
TABLE 1 vertical chord measuring value and management evaluation limit value of vertical acceleration
| Level I (daily maintenance) | II level (maintenance plan) | Grade III (Emergency repair) | Stage IV (speed limit) | |
| Acceleration limit | 0.1g | 0.15g | 0.2g | 0.25g |
| Chord measurement value | szI *＝11.1mm | szII *＝17.2mm | szIII *＝23.2mm | szIV *＝29.3mm |
For example, for a bridge in operation, the chord measuring value change condition along a line can be detected by detecting vehicles, such as rail detection vehicles, and for the chord measuring exceeding the limit value, the maintenance or emergency repair can be carried out on the area exceeding the limit value by adjusting the height of the track and the like.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (8)
1. The method for judging the integral rigidity of the railway bridge is characterized by comprising the following steps of:
a. the method comprises the following steps of respectively carrying out train response test or calculation on a plurality of work points when a train passes through the work points through field actual measurement or numerical simulation to obtain a first deformation excitation curve under a first deformation excitation factor and a sample library corresponding to acceleration response, carrying out chord measurement on the first deformation excitation curve to obtain a first chord measurement value, and obtaining a first relation between the chord measurement value and acceleration through fitting as follows:
wherein, azIs a vertical acceleration, ayIs a lateral acceleration, szFor vertical chord measurements, syAs transverse chord measurement value, kzThe slope of a curve fitted to the vertical chord measured value and the vertical acceleration, bzIntercept, k, of a curve fitted to the vertical chord measured value and the vertical accelerationyThe slope of the curve fitted to the lateral chord measured value and the lateral acceleration, byFitting the intercept of a curve for the transverse chord measurement value and the transverse acceleration;
b. carrying out axle coupling vibration analysis on the bridge to be evaluated, wherein the second deformation excitation factors comprise main force factors and additional force factors, and obtaining a second deformation excitation curve under the second deformation excitation factors and a corresponding second vertical acceleration az' and a second lateral acceleration ay' measuring the second deformation excitation curve to obtain a second vertical chord measuring value s of the bridge to be evaluatedz' and second transverse chord value sy’；
c. For b in formula (1)zAnd byAnd correcting to obtain a second relation between the measured value and the acceleration as follows:
wherein, bz' is the intercept of a fitted curve of the vertical chord value and the vertical acceleration corresponding to the bridge to be evaluated, by' is the intercept of a fitted curve of the transverse chord measuring value and the transverse acceleration corresponding to the bridge to be evaluated;
d. according to the design specificationsCalculated vertical acceleration limit az *And a lateral acceleration limit ay *Obtaining vertical chord measuring value limit values s respectively by combining formula (2)z *And a transverse chord value sy *；
e. If sz’≤sz *And sy’≤sy *Then the integral rigidity of the bridge to be evaluated meets the design requirement; if sz’＞sz *Or sy’＞sy *And if the integral rigidity of the bridge to be evaluated does not meet the design requirement, optimizing the bridge to be evaluated, and repeating the steps b-e until the design requirement is met.
2. The evaluation method according to claim 1, wherein in the step a, the work points are a roadbed section and a bridge section.
3. The method of claim 2, wherein the span of the bridge segment is less than or equal to 40 m.
4. The method of claim 1, wherein the chord length selected during the chord measurement in steps a and b is determined according to the corresponding maximum design vehicle speed.
5. The evaluation method according to claim 4, wherein if the maximum design vehicle speed is less than 250km/h, the calculation is performed using a chord length of 20 to 40 m; if the highest designed vehicle speed is more than or equal to 250km/h, calculating by adopting the chord length of 30-50 m.
6. The evaluation method according to claim 5, wherein the highest design vehicle speed of step b is in the same range as the highest design vehicle speed of step a, and the string length selected in step a is the same as the string length selected in step a.
7. The evaluation method according to any one of claims 1 to 6, wherein the first deformation stimulus in step a is a track irregularity factor and a bridge-induced deformation factor.
8. The evaluation method according to any one of claims 1 to 6, wherein the main force factors in step b include creep factors, settlement factors, adjacent line factors, rail irregularity factors and bridge deformation factors, and the additional force factors include temperature factors and wind force factors.
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| CN112818444A (en) * | 2021-01-15 | 2021-05-18 | 中铁二院工程集团有限责任公司 | Railway concrete bridge linear real-time control method based on operation and driving safety |
| CN113609565A (en) * | 2021-08-16 | 2021-11-05 | 中国铁道科学研究院集团有限公司 | Acceptance method and device for static long-wave irregularity of railway bridge track |
| CN113609565B (en) * | 2021-08-16 | 2024-04-16 | 中国铁道科学研究院集团有限公司 | Acceptance method and device for static long wave irregularity of railway bridge track |
| CN114329726A (en) * | 2021-12-31 | 2022-04-12 | 西南交通大学 | Railway bridge forming line shape evaluation method based on train running performance |
| CN114329726B (en) * | 2021-12-31 | 2022-08-12 | 西南交通大学 | Railway bridge forming line shape evaluation method based on train running performance |
| CN114818083A (en) * | 2022-05-19 | 2022-07-29 | 中铁大桥勘测设计院集团有限公司 | Method for determining height of railway track in rail direction |
| CN114818083B (en) * | 2022-05-19 | 2024-02-02 | 中铁大桥勘测设计院集团有限公司 | Method for determining track direction and height of railway track |
| CN114780907A (en) * | 2022-06-22 | 2022-07-22 | 中国铁路设计集团有限公司 | Method for determining surface subsidence limit value of underground tunnel passing through road in subway section |
| CN114780907B (en) * | 2022-06-22 | 2022-09-02 | 中国铁路设计集团有限公司 | Method for determining surface settlement limit value of underpass road of subway interval tunnel |
| CN115344913A (en) * | 2022-06-28 | 2022-11-15 | 中铁大桥勘测设计院集团有限公司 | Chord measuring value calculation method for bridge deformation evaluation |
| CN115344913B (en) * | 2022-06-28 | 2024-04-19 | 中铁大桥勘测设计院集团有限公司 | Chord measurement value calculation method for bridge deformation evaluation |
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