吉林大学学报(工学版) ›› 2024, Vol. 54 ›› Issue (2): 436-444.doi: 10.13229/j.cnki.jdxbgxb.20220400

• 交通运输工程·土木工程 • 上一篇    

基于车轮-桥面相干激励的大跨连续梁桥振动响应

韩智强1(),谢刚2(),卓亚娟1,骆佐龙3,李华腾1   

  1. 1.太原科技大学 车辆与交通工程学院，太原 030024
    2.太原科技大学 先进控制与装备智能化山西省重点实验室，太原 030024
    3.山西大学 电力与建筑学院，太原 030024
  • 收稿日期:2022-04-21 出版日期:2024-02-01 发布日期:2024-03-29
  • 通讯作者: 谢刚 E-mail:2013007@tyust.edu.cn;xiegang@tyust.edu.cn
  • 作者简介:韩智强（1987-），男，副教授，博士. 研究方向：桥梁检测与评估.E-mail：2013007@tyust.edu.cn
  • 基金资助:
    国家自然科学基金项目(51978063);山西省青年基金项目(202203021212306);山西省高等学校科技创新项目(2022L302);山西省研究生精品教学案例项目(2023AL30);太原科技大学研究生联合培养示范基地项目(JD2022019);山西省重点研发计划项目(201903D121176);山西省教学改革项目(J20230840)

Vibration response of continuous girder bridge based on wheel⁃deck coherent excitation

Zhi-qiang HAN1(),Gang XIE2(),Ya-juan ZHUO1,Zuo-long LUO3,Hua-teng LI1   

  1. 1.School of Transportation and Logistics，Taiyuan University of Science and Technology，Taiyuan 030024，China
    2.Shanxi Key Laboratory of Advanced Control and Equipment Intelligence，Taiyuan University of Science and Technology，Taiyuan 030024，China
    3.School of Electric Power and Architecture，Shanxi University，Taiyuan 030024，China
  • Received:2022-04-21 Online:2024-02-01 Published:2024-03-29
  • Contact: Gang XIE E-mail:2013007@tyust.edu.cn;xiegang@tyust.edu.cn

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摘要：

为获取桥面相干激励下大跨连续梁桥动力响应规律，基于虚功原理，建立五轴重载车辆动力学模型，采用模态叠加法建立桥梁动力方程，通过谐波叠加法建立桥面相干激励模型，根据轮-桥间几何和力学耦合关系，组建车轮-桥面相干激励模型，采用Matlab软件编译大跨连续梁桥车桥耦合振动分析系统，并开展不同等级的相干桥面激励模型对大跨连续梁桥动力响应影响研究。结果表明：当未考虑桥面不平顺影响时，桥梁冲击系数均小于规范取值，但随着桥面状况的恶化，结构典型截面的动力响应增长较快，且完全相干模型对桥梁动力响应的影响均大于部分相干激励模型，均超过规范值，其中挠度幅值最大偏差约为7.7%，弯矩幅值最大偏差约为20%，挠度冲击系数相对误差为4%~34%，弯矩冲击系数相对误差为2%~43%；随着车速的增大，桥梁冲击系数呈先增大后减小变化。最后，给出了大跨连续梁桥挠度和弯矩冲击系数包络图。相关研究成果可为连续梁桥的结构动力响应的分析与研究提供参考。

关键词: 桥梁工程, 桥面相干激励模型, 车桥耦合, 动力响应, 冲击系数

Abstract:

To obtain the dynamic response characteristics of long-span continuous beam bridges under coherent excitation of the bridge deck， a comprehensive analysis was conducted based on the principle of virtual work. Firstly， a dynamic model of a five-axle heavy-load vehicle was established. Then， the bridge's dynamic equation was derived using the modal superposition method， a wheel-deck coherent excitation model was established by considering the geometric and mechanical coupling between the wheels and the bridge. The coupled vibration analysis system of the long-span continuous beam bridge was implemented using Matlab software. Subsequently， the impact of different levels of coherent deck excitation models on the dynamic response of the bridge was investigated. The findings revealed that when the influence of bridge deck irregularity was ignored， the impact coefficients of the bridges were smaller than the standard values. However， as the condition of the bridge deck deteriorated， the dynamic response of the representative cross-section of the structure increased significantly. Moreover， it was observed that the completely coherent excitation model had a greater influence on the dynamic response of the bridges compared to the partially coherent excitation model， exceeding the standard values. The maximum deviation of the deflection amplitude was approximately 7.7%， with a maximum deviation of bending moment amplitude of around 20%. The relative errors in deflection impact coefficient ranged from 4% to 34%， while the relative errors in bending moment impact coefficient ranged from 2% to 43%. Additionally， it was noted that the impact coefficient of the bridge initially increased and then decreased with an increase in vehicle speed. Finally， an envelope diagram illustrating the deflection and moment impact coefficients of the long-span continuous beam bridge was provided. These research findings offer valuable insights for the analysis and study of the structural dynamics and response of continuous beam bridges.

Key words: bridge engineering, bridge deck coherent excitation model, vehicle-bridge coupling, dynamic response, impact coefficient

中图分类号: 

  • U442.5

图1

车辆动力学模型示意图"

图2

车轮-桥面几何耦合关系"

图3

车轮-桥面力学耦合关系"

图4

单轮激励空间域模型曲线"

图5

部分相干激励空间域模型样本曲线（A级）"

图6

不同等级桥面不平度下挠度动力响应（v=80 km/h）"

图7

不同等级桥面不平度下弯矩动力响应曲线（v=80 km/h）"

图8

桥梁典型测点布置示意图"

图9

桥梁挠度和弯矩包络图及相对误差"

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