CN112926115A - Large-span railway bridge rigidity control method and device - Google Patents
Large-span railway bridge rigidity control method and device Download PDFInfo
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Abstract
The invention discloses a method and a device for controlling the rigidity of a large-span railway bridge, wherein the method comprises the following steps: obtaining the occurrence probability and the action time corresponding to the load parameters of the large-span railway bridge structure, wherein the load parameters comprise: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck; grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time; determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge; determining the limit value of the local deformation vehicle response parameter corresponding to each stage according to the grading result of the bridge deck local deformation load parameter; and controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformed vehicle and the limit value of the response parameter of the local deformed vehicle. The method can control the rigidity of the long-span railway bridge and ensure that the long-span railway bridge is safe, reliable, economical and reasonable.
Description
Technical Field
The invention relates to the technical field of optimization of railway bridges, in particular to a method and a device for controlling the rigidity of a large-span railway bridge.
Background
In order to ensure the safety of train operation and meet the requirements of passenger car riding comfort, freight car stability and the like, the rigidity of the bridge needs to be controlled in the design of a railway and highway-railway co-constructed bridge. The rigidity of the railway bridge is strictly regulated by domestic and foreign specifications, and the ratio of the maximum deflection and the span of the bridge span under the action of live load of a train is mostly adopted as a vertical rigidity control index. In recent years, with the rapid construction of the traffic in China, in order to adapt to the mountain ditches and the gorges and span large rivers, a plurality of large-span railway bridges and highway-railway combined-construction bridges are also produced. The span and the structural form of the bridges far exceed the applicable conditions of the existing specifications, and the running state of vehicles on the bridges or the geometrical form of the track cannot be controlled by simply limiting a certain index, so that the safe, reliable, economical and reasonable large-span bridges are difficult to ensure.
Therefore, a solution for controlling the stiffness of a long-span railroad bridge that can overcome the above problems is needed.
Disclosure of Invention
The embodiment of the invention provides a method for controlling the rigidity of a long-span railway bridge, which is used for controlling the rigidity of the long-span railway bridge and ensuring the safety, reliability, economy and reasonability of the long-span railway bridge, and comprises the following steps:
obtaining the occurrence probability and the action time corresponding to the load parameters of the large-span railway bridge structure, wherein the load parameters comprise: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck;
grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time;
determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge;
determining the limit value of the local deformation vehicle response parameter corresponding to each stage according to the grading result of the bridge deck local deformation load parameter;
and controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformed vehicle and the limit value of the response parameter of the local deformed vehicle.
The embodiment of the invention provides a large-span railway bridge rigidity control device, which is used for controlling the rigidity of a large-span railway bridge and ensuring the large-span railway bridge to be safe, reliable, economic and reasonable, and comprises the following components:
the data acquisition module is used for acquiring the occurrence probability and the action time corresponding to the load parameters of the large-span railway bridge structure, wherein the load parameters comprise: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck;
the parameter grading module is used for grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time;
the first limit value determining module is used for determining the limit values of the response parameters of the integral deformation vehicle corresponding to all levels according to the grading results of the integral deformation load parameters of the bridge;
the second limit value determining module is used for determining the limit value of the response parameter of the local deformation vehicle corresponding to each level according to the grading result of the bridge deck local deformation load parameter;
and the rigidity control module is used for controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the integral deformation vehicle and the limit value of the response parameter of the local deformation vehicle.
The embodiment of the invention also provides computer equipment which comprises a memory, a processor and a computer program which is stored on the memory and can be run on the processor, wherein the processor executes the computer program to realize the rigidity control method of the large-span railway bridge.
The embodiment of the invention also provides a computer readable storage medium, and the computer readable storage medium stores a computer program for executing the method for controlling the rigidity of the large-span railroad bridge.
According to the embodiment of the invention, the occurrence probability and the action time corresponding to the load parameters of the large-span railway bridge structure are obtained, and the load parameters comprise: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck; grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time; determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge; determining the limit value of the local deformation vehicle response parameter corresponding to each stage according to the grading result of the bridge deck local deformation load parameter; and controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformed vehicle and the limit value of the response parameter of the local deformed vehicle. The embodiment of the invention comprehensively considers environmental factors, classifies the load parameters in the using process of the bridge according to the occurrence probability and the action time, and realizes the classified management of the whole and local rigidity of the large-span bridge, thereby ensuring the driving performance and the large-span bridge to be safe, reliable, economic and reasonable.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts. In the drawings:
FIG. 1 is a schematic diagram of a method for controlling the rigidity of a large-span railroad bridge according to an embodiment of the invention;
FIG. 2 is a structural diagram of a large-span railroad bridge rigidity control device in the embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the embodiments of the present invention are further described in detail below with reference to the accompanying drawings. The exemplary embodiments and descriptions of the present invention are provided to explain the present invention, but not to limit the present invention.
As described above, unlike the small-span bridge, the deformation of the large-span bridge under the load of temperature, creep, wind, etc. is not negligible compared to the live load, and the deformation is not isolated, and all the deformations affect the comfort level of train operation, and the operation state of the vehicle on the bridge or the geometric form of the track cannot be controlled by simply defining a certain index, so the total amount of the deformation should be controlled in terms of mechanism.
In order to ensure that the super-large span bridge is safe, reliable, economic and reasonable, the rigidity control index is comprehensively considered according to the occurrence probability and the action duration of the load in the using process of the bridge, and for live loads, vehicle wind, temperature and the like with higher occurrence probability, the track state cannot be improved through maintenance measures after the bridge is formed, so the control standard is stricter; however, the deformation caused by settlement, concrete shrinkage and creep and the like presents the characteristics of monotonous increase and slow deformation, and can be partially solved through engineering measures, and the control criterion can be reduced. The inventor considers that certain probability exists under the combined action of the external environmental factors, and a principle of graded management is provided for the rigidity of the large-span railway bridge under the long-term operation condition.
In order to control the rigidity of the large-span railway bridge and ensure that the large-span railway bridge is safe, reliable, economic and reasonable, the embodiment of the invention provides a method for controlling the rigidity of the large-span railway bridge, which can comprise the following steps as shown in fig. 1:
103, determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge;
104, determining the limit value of the response parameter of the local deformation vehicle corresponding to each level according to the grading result of the bridge deck local deformation load parameter;
and 105, controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the integral deformation vehicle and the limit value of the response parameter of the local deformation vehicle.
As shown in fig. 1, it can be known that, in the embodiment of the present invention, by obtaining the occurrence probability and the acting time corresponding to the load parameters of the long-span railroad bridge structure, the load parameters include: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck; grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time; determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge; determining the limit value of the local deformation vehicle response parameter corresponding to each stage according to the grading result of the bridge deck local deformation load parameter; and controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformed vehicle and the limit value of the response parameter of the local deformed vehicle. The embodiment of the invention comprehensively considers environmental factors, classifies the load parameters in the using process of the bridge according to the occurrence probability and the action time, and realizes the classified management of the whole and local rigidity of the large-span bridge, thereby ensuring the driving performance and the large-span bridge to be safe, reliable, economic and reasonable.
In an embodiment, the occurrence probability and the acting time corresponding to a load parameter of a long-span railway bridge structure are obtained, and the load parameter comprises: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck; grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time; and determining the limit value of the response parameter of the integral deformation vehicle corresponding to each stage according to the grading result of the integral deformation load parameter of the bridge.
In specific implementation, various environmental factors are comprehensively considered, reasonable indexes and limit values thereof are provided by adopting a classification management principle for the rigidity of the long-span railway bridge under the long-term operation condition from the viewpoint of ensuring the driving performance, and the integral and local rigidity is mainly related. 1. Overall stiffness control criteria: in view of the fact that the integral deformation of the bridge structure mainly affects the vehicle body acceleration and the passenger riding comfort, loads or actions needing to be considered in the operation stage are classified according to the occurrence probability and the action time, and the vehicle body acceleration limit values corresponding to all levels are determined. The index and the limit value thereof are determined according to the deformation idea of comprehensively considering the loads such as temperature, live load, wind and the like and by combining with the track long wave irregularity control idea. 2. The control standard of the local rigidity of the bridge deck system is as follows: the local deformation of the bridge is mainly influenced by the detailed structure of the bridge deck, is related to the multi-line arrangement mode and the bridge characteristics, China already sets a classification management standard from the perspective of the smooth state of the track, and can set a local irregularity control standard of the track on the bridge by referring to relevant regulations of line repair rules. After the vehicle body acceleration degree grading control standard of the vehicles passing on the bridge and the local irregularity control standard of the rail on the bridge are determined, the vehicle acceleration standard and the rail smoothness standard on the bridge are required to deduce the control index and the limit value of the structural deformation of the bridge.
In this embodiment, the parameters of the whole deformation load of the bridge include: actual train load parameters, temperature load parameters, crosswind load parameters, multiline train load parameters, settlement load parameters and shrinkage creep load parameters; grading the whole deformation load parameters of the bridge according to the occurrence probability and the action time, wherein the grading comprises the following steps: grading the integral deformation load parameters of the bridge to obtain first-level management integral load parameters, second-level management integral load parameters and third-level management integral load parameters, wherein the first-level management integral load parameters comprise actual train load parameters and temperature load parameters, the second-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters and multi-line traveling load parameters, and the third-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters, multi-line traveling load parameters, settlement load parameters and shrinkage creep load parameters; determining the limit value of the response parameter of the integral deformation vehicle corresponding to each stage according to the grading result of the integral deformation load parameter of the bridge, wherein the limit value comprises the following steps: if the grading result of the overall deformation load parameter of the bridge is a primary management overall load parameter or a secondary management overall load parameter, the corresponding overall deformation vehicle response parameter comprises a vehicle body vertical acceleration, a vehicle body transverse acceleration, a vertical sperelin index, a transverse sperelin index, a wheel weight load shedding rate and a derailment coefficient; and if the grading result of the overall deformation load parameter of the bridge is the overall load parameter of three-level management, the corresponding overall deformation vehicle response parameters comprise the vertical acceleration of the vehicle body, the transverse acceleration of the vehicle body, the wheel load shedding rate and the derailment coefficient.
In specific implementation, in order to determine the limit value of the rigidity or deformation of the bridge under different load combinations in a grading mode, the load or action in the use process of the bridge needs to be graded according to the occurrence probability and the action time: some short-term loads or effects, such as live load, wind and multi-line traffic, and some periodic effects, such as temperature and sunlight, are borne by the structural body, and the deformation caused by the loads or the effects cannot be solved in the operation stage by fully considering in the design so as to avoid generating excessive maintenance workload; however, the deformation caused by other effects, such as sedimentation, shrinkage creep, material deterioration and the like, presents the characteristics of monotonous increase and slow deformation, and can be partially solved through engineering measures in the construction or operation without bearing the structure. The overall deformation of the bridge structure mainly affects the acceleration of the vehicle body and the riding comfort, but the requirement on the driving safety must be met. The method is characterized in that relevant regulations of railway line maintenance rules are referred and are linked with relevant regulations of current specifications on axle power response, and after a certain safety coefficient is considered, graded management is proposed for the overall rigidity, and different load combinations and vehicle response limit values are adopted.
In this embodiment, if the classification result of the overall deformation load parameter of the bridge is the first-level management overall load parameter, the limit value of the vertical acceleration of the vehicle body in the corresponding overall deformation vehicle response parameter is 1.3m/s2The limit value of the lateral acceleration of the vehicle body is 1.0m/s2The limit of the vertical sperelin index is good, the limit of the horizontal sperelin index is good, the limit of the wheel weight load shedding rate is 0.6, and the limit of the derailment coefficient is 0.8.
In this embodiment, if the classification result of the overall deformation load parameter of the bridge is the overall load parameter of the two-stage management, the limit value of the vertical acceleration of the vehicle body in the corresponding overall deformation vehicle response parameter is 1.6m/s2The limit value of the lateral acceleration of the vehicle body is 1.2m/s2The limit of the vertical sperelin index is qualified, the limit of the horizontal sperelin index is qualified, the limit of the wheel weight load shedding rate is 0.6, and the limit of the derailment coefficient is 0.8.
In this embodiment, if the grading result of the overall deformation load parameter of the bridge is the overall load parameter of three-level management, the limit value of the vertical acceleration of the vehicle body in the corresponding overall deformation vehicle response parameter is 1.8m/s2The limit value of the lateral acceleration of the vehicle body is 1.4m/s2The limit of the wheel load shedding ratio is 0.65, and the limit of the derailment coefficient is 0.8.
In the embodiment, the limit value of the response parameter of the local deformation vehicle corresponding to each stage is determined according to the grading result of the bridge deck local deformation load parameter.
In this embodiment, the bridge deck local deformation load parameters include: actual train load parameters, temperature load parameters and crosswind load parameters; according to the occurrence probability and the action time, the bridge deck local deformation load parameters are graded, and the method comprises the following steps: for vertical 10m chord measurement, grading the bridge deck local deformation load parameters to obtain first-level management local load parameters and second-level management local load parameters, wherein the first-level management local load parameters comprise actual train load parameters, and the second-level management local load parameters comprise actual train load parameters and temperature load parameters; the locally deformed vehicle response parameters include: the general speed parameters, the high-speed ballast parameters and the high-speed ballastless parameters.
In the embodiment, if the grading result of the bridge deck local deformation load parameter is the first-level management local load parameter, in the corresponding local deformation vehicle response parameter, the limit value of the common speed parameter (greater than 160) is 3, the limit value of the high-speed ballast parameters (200-250) is 2, the limit value of the high-speed ballast parameters (250-300) is 2, the limit value of the high-speed ballastless parameters (200-250) is 2, and the limit value of the high-speed ballastless parameters (250-350) is 2.
In the embodiment, if the grading result of the bridge deck local deformation load parameter is a secondary management local load parameter, in the corresponding local deformation vehicle response parameter, the limit value of a common speed parameter (greater than 160) is 5, the limit value of a high-speed ballast parameter (200-250) is 4, the limit value of the high-speed ballast parameter (250-300) is 3, the limit value of a high-speed ballastless parameter (200-250) is 4, and the limit value of the high-speed ballastless parameter (250-350) is 3.
In this embodiment, according to the occurrence probability and the action time, the step of classifying the bridge deck local deformation load parameters includes: and for the transverse 10m chord survey, grading the bridge deck local deformation load parameters to obtain three-level management local load parameters and four-level management local load parameters, wherein the three-level management local load parameters comprise actual train load parameters, and the four-level management local load parameters comprise actual train load parameters and crosswind load parameters.
In the embodiment, if the grading result of the bridge deck local deformation load parameter is a three-level management local load parameter, in the corresponding local deformation vehicle response parameter, the limit value of a common speed parameter (greater than 160) is 2, the limit value of a high-speed ballast parameter (200-250) is 1, the limit value of the high-speed ballast parameter (250-300) is 1, the limit value of the high-speed ballastless parameter (200-250) is 1, and the limit value of the high-speed ballastless parameter (250-350) is 1.
In the embodiment, if the grading result of the bridge deck local deformation load parameter is a four-level management local load parameter, in the corresponding local deformation vehicle response parameter, the limit value of a common speed parameter (greater than 160) is 4, the limit value of a high-speed ballast parameter (200-250) is 3, the limit value of the high-speed ballast parameter (250-300) is 2, the limit value of the high-speed ballastless parameter (200-250) is 3, and the limit value of the high-speed ballastless parameter (250-350) is 2.
In specific implementation, the control of the local deformation of the bridge is mainly used for ensuring the rigidity requirement of the bridge deck. The large-span bridge usually adopts a multi-line arrangement scheme, the bridge deck is wider than a common simply supported beam bridge, the deformation of a descending train line is simultaneously influenced by the integral rigidity and the local rigidity under the action of train load, the evaluation on the local deformation of the bridge can refer to relevant regulations of track static deformation in ballast track line maintenance rules of a high-speed railway, ballast-free track line maintenance rules of a high-speed railway and ordinary railway line maintenance rules, and the evaluation is carried out by adopting a 10m chord length measuring value after the influence of random irregularity of roadbed sections under different lines and different speed grades is eliminated. And (4) for evaluating the local deformation of the large-span railway bridge, adopting hierarchical management. The first-level management only considers the action of the single-line actual train, and the second-level management considers the combined action of the single-line actual train, the temperature and the crosswind.
In the embodiment, the rigidity control of the large-span railway bridge is carried out according to the limit value of the response parameter of the integral deformation vehicle and the limit value of the response parameter of the local deformation vehicle.
Based on the same inventive concept, the embodiment of the invention also provides a device for controlling the rigidity of the large-span railway bridge, which is described in the following embodiment. Because the principles for solving the problems are similar to the rigidity control method of the large-span railway bridge, the implementation of the device can refer to the implementation of the method, and repeated parts are not described again.
Fig. 2 is a structural diagram of a large-span railroad bridge rigidity control device in an embodiment of the present invention, and as shown in fig. 2, the device includes:
the data obtaining module 201 is configured to obtain occurrence probability and action time corresponding to a load parameter of a long-span railroad bridge structure, where the load parameter includes: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck;
the parameter grading module 202 is used for grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time;
the first limit value determining module 203 is used for determining the limit values of the response parameters of the integral deformation vehicle corresponding to all levels according to the grading results of the integral deformation load parameters of the bridge;
the second limit value determining module 204 is configured to determine, according to the classification result of the bridge deck local deformation load parameter, a limit value of a local deformation vehicle response parameter corresponding to each stage;
and the rigidity control module 205 is used for controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformation vehicle and the limit value of the response parameter of the local deformation vehicle.
In one embodiment, the bridge overall deformation load parameters include: actual train load parameters, temperature load parameters, crosswind load parameters, multiline train load parameters, settlement load parameters and shrinkage creep load parameters;
the parameter ranking module 202 is further configured to: grading the integral deformation load parameters of the bridge to obtain first-level management integral load parameters, second-level management integral load parameters and third-level management integral load parameters, wherein the first-level management integral load parameters comprise actual train load parameters and temperature load parameters, the second-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters and multi-line traveling load parameters, and the third-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters, multi-line traveling load parameters, settlement load parameters and shrinkage creep load parameters;
the first limit determination module 203 is further configured to: if the grading result of the overall deformation load parameter of the bridge is a primary management overall load parameter or a secondary management overall load parameter, the corresponding overall deformation vehicle response parameter comprises a vehicle body vertical acceleration, a vehicle body transverse acceleration, a vertical sperelin index, a transverse sperelin index, a wheel weight load shedding rate and a derailment coefficient; and if the grading result of the overall deformation load parameter of the bridge is the overall load parameter of three-level management, the corresponding overall deformation vehicle response parameters comprise the vertical acceleration of the vehicle body, the transverse acceleration of the vehicle body, the wheel load shedding rate and the derailment coefficient.
In one embodiment, the bridge deck local deformation load parameters include: actual train load parameters, temperature load parameters and crosswind load parameters;
the parameter ranking module 202 is further configured to: for vertical 10m chord measurement, grading the bridge deck local deformation load parameters to obtain first-level management local load parameters and second-level management local load parameters, wherein the first-level management local load parameters comprise actual train load parameters, and the second-level management local load parameters comprise actual train load parameters and temperature load parameters;
the locally deformed vehicle response parameters include: the general speed parameters, the high-speed ballast parameters and the high-speed ballastless parameters.
In one embodiment, the parameter ranking module 202 is further configured to: and for the transverse 10m chord survey, grading the bridge deck local deformation load parameters to obtain three-level management local load parameters and four-level management local load parameters, wherein the three-level management local load parameters comprise actual train load parameters, and the four-level management local load parameters comprise actual train load parameters and crosswind load parameters.
In summary, in the embodiment of the present invention, the occurrence probability and the acting time corresponding to the load parameter of the long-span railroad bridge structure are obtained, where the load parameter includes: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck; grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time; determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge; determining the limit value of the local deformation vehicle response parameter corresponding to each stage according to the grading result of the bridge deck local deformation load parameter; and controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformed vehicle and the limit value of the response parameter of the local deformed vehicle. The embodiment of the invention comprehensively considers environmental factors, classifies the load parameters in the using process of the bridge according to the occurrence probability and the action time, and realizes the classified management of the whole and local rigidity of the large-span bridge, thereby ensuring the driving performance and the large-span bridge to be safe, reliable, economic and reasonable.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (10)
1. A method for controlling the rigidity of a large-span railway bridge is characterized by comprising the following steps:
obtaining the occurrence probability and the action time corresponding to the load parameters of the large-span railway bridge structure, wherein the load parameters comprise: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck;
grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time;
determining the limit value of the response parameter of the integral deformation vehicle corresponding to each level according to the grading result of the integral deformation load parameter of the bridge;
determining the limit value of the local deformation vehicle response parameter corresponding to each stage according to the grading result of the bridge deck local deformation load parameter;
and controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the overall deformed vehicle and the limit value of the response parameter of the local deformed vehicle.
2. The method for controlling the rigidity of the large-span railway bridge, according to claim 1, wherein the parameters of the whole deformation load of the bridge comprise: actual train load parameters, temperature load parameters, crosswind load parameters, multiline train load parameters, settlement load parameters and shrinkage creep load parameters;
grading the whole deformation load parameters of the bridge according to the occurrence probability and the action time, wherein the grading comprises the following steps: grading the integral deformation load parameters of the bridge to obtain first-level management integral load parameters, second-level management integral load parameters and third-level management integral load parameters, wherein the first-level management integral load parameters comprise actual train load parameters and temperature load parameters, the second-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters and multi-line traveling load parameters, and the third-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters, multi-line traveling load parameters, settlement load parameters and shrinkage creep load parameters;
determining the limit value of the response parameter of the integral deformation vehicle corresponding to each stage according to the grading result of the integral deformation load parameter of the bridge, wherein the limit value comprises the following steps: if the grading result of the overall deformation load parameter of the bridge is a primary management overall load parameter or a secondary management overall load parameter, the corresponding overall deformation vehicle response parameter comprises a vehicle body vertical acceleration, a vehicle body transverse acceleration, a vertical sperelin index, a transverse sperelin index, a wheel weight load shedding rate and a derailment coefficient; and if the grading result of the overall deformation load parameter of the bridge is the overall load parameter of three-level management, the corresponding overall deformation vehicle response parameters comprise the vertical acceleration of the vehicle body, the transverse acceleration of the vehicle body, the wheel load shedding rate and the derailment coefficient.
3. The method for controlling the stiffness of a large-span railroad bridge according to claim 1, wherein the bridge deck local deformation load parameters comprise: actual train load parameters, temperature load parameters and crosswind load parameters;
according to the occurrence probability and the action time, the bridge deck local deformation load parameters are graded, and the method comprises the following steps: for vertical 10m chord measurement, grading the bridge deck local deformation load parameters to obtain first-level management local load parameters and second-level management local load parameters, wherein the first-level management local load parameters comprise actual train load parameters, and the second-level management local load parameters comprise actual train load parameters and temperature load parameters;
the locally deformed vehicle response parameters include: the general speed parameters, the high-speed ballast parameters and the high-speed ballastless parameters.
4. The method for controlling the rigidity of the large-span railway bridge according to claim 3, wherein the step of grading the local deformation load parameters of the bridge deck according to the occurrence probability and the action time comprises the following steps: and for the transverse 10m chord survey, grading the bridge deck local deformation load parameters to obtain three-level management local load parameters and four-level management local load parameters, wherein the three-level management local load parameters comprise actual train load parameters, and the four-level management local load parameters comprise actual train load parameters and crosswind load parameters.
5. The utility model provides a large-span railroad bridge rigidity control device which characterized in that includes:
the data acquisition module is used for acquiring the occurrence probability and the action time corresponding to the load parameters of the large-span railway bridge structure, wherein the load parameters comprise: the integral deformation load parameters of the bridge and the local deformation load parameters of the bridge deck;
the parameter grading module is used for grading the whole deformation load parameter of the bridge and the local deformation load parameter of the bridge deck according to the occurrence probability and the action time;
the first limit value determining module is used for determining the limit values of the response parameters of the integral deformation vehicle corresponding to all levels according to the grading results of the integral deformation load parameters of the bridge;
the second limit value determining module is used for determining the limit value of the response parameter of the local deformation vehicle corresponding to each level according to the grading result of the bridge deck local deformation load parameter;
and the rigidity control module is used for controlling the rigidity of the large-span railway bridge according to the limit value of the response parameter of the integral deformation vehicle and the limit value of the response parameter of the local deformation vehicle.
6. The large-span railroad bridge stiffness control device of claim 5, wherein the bridge global deformation load parameters include: actual train load parameters, temperature load parameters, crosswind load parameters, multiline train load parameters, settlement load parameters and shrinkage creep load parameters;
the parameter ranking module is further to: grading the integral deformation load parameters of the bridge to obtain first-level management integral load parameters, second-level management integral load parameters and third-level management integral load parameters, wherein the first-level management integral load parameters comprise actual train load parameters and temperature load parameters, the second-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters and multi-line traveling load parameters, and the third-level management integral load parameters comprise actual train load parameters, temperature load parameters, crosswind load parameters, multi-line traveling load parameters, settlement load parameters and shrinkage creep load parameters;
the first limit determination module is further configured to: if the grading result of the overall deformation load parameter of the bridge is a primary management overall load parameter or a secondary management overall load parameter, the corresponding overall deformation vehicle response parameter comprises a vehicle body vertical acceleration, a vehicle body transverse acceleration, a vertical sperelin index, a transverse sperelin index, a wheel weight load shedding rate and a derailment coefficient; and if the grading result of the overall deformation load parameter of the bridge is the overall load parameter of three-level management, the corresponding overall deformation vehicle response parameters comprise the vertical acceleration of the vehicle body, the transverse acceleration of the vehicle body, the wheel load shedding rate and the derailment coefficient.
7. The large-span railroad bridge stiffness control device of claim 5, wherein the bridge deck local deformation load parameters comprise: actual train load parameters, temperature load parameters and crosswind load parameters;
the parameter ranking module is further to: for vertical 10m chord measurement, grading the bridge deck local deformation load parameters to obtain first-level management local load parameters and second-level management local load parameters, wherein the first-level management local load parameters comprise actual train load parameters, and the second-level management local load parameters comprise actual train load parameters and temperature load parameters;
the locally deformed vehicle response parameters include: the general speed parameters, the high-speed ballast parameters and the high-speed ballastless parameters.
8. The large-span railroad bridge stiffness control device of claim 7, wherein the parameter staging module is further configured to: and for the transverse 10m chord survey, grading the bridge deck local deformation load parameters to obtain three-level management local load parameters and four-level management local load parameters, wherein the three-level management local load parameters comprise actual train load parameters, and the four-level management local load parameters comprise actual train load parameters and crosswind load parameters.
9. A computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the method of any one of claims 1 to 4 when executing the computer program.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program for executing the method of any one of claims 1 to 4.
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| EP2444787A1 (en) * | 2010-10-22 | 2012-04-25 | Vilnius Gediminas Technical University | Method and device for bridge state evaluation using dynamic method |
| CN106991255A (en) * | 2017-05-04 | 2017-07-28 | 中铁二院工程集团有限责任公司 | A kind of method that Long Span Railway cable-stayed bridge rigidity is controlled by bridge deck |
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| EP2444787A1 (en) * | 2010-10-22 | 2012-04-25 | Vilnius Gediminas Technical University | Method and device for bridge state evaluation using dynamic method |
| CN106991255A (en) * | 2017-05-04 | 2017-07-28 | 中铁二院工程集团有限责任公司 | A kind of method that Long Span Railway cable-stayed bridge rigidity is controlled by bridge deck |
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