预弯钢-混组合跨座式单轨轨道梁力学性能分析及截面优化
刘媛媛1申彦利1,2,3杜鹏1,2,3
Mechanical Performance Analysis and Profile Optimization of Pre-bent Steel-concrete Composite Straddle Monorail Track Beams
LIU Yuanyuan1SHEN Yanli1,2,3DU Peng1,2,3
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作者信息:1.河北工程大学土木工程学院， 056038， 邯郸
2.河北省装配式结构工程技术创新中心， 056038， 邯郸
3.河北工程大学新型单轨交通体系工程研究中心， 056038， 邯郸
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Affiliation:1.School of Civil Engineering, Hebei University of Engineering, 056038, Handan, China
2.Hebei Province Prefabricated Structure Engineering Technology Creation Center, 056038, Handan, China
3.Engineering Research Center of New Monorail System, Hebei University of Engineering, 056038, Handan, China
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关键词:
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Key words:
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DOI:10.16037/j.1007-869x.2024.02.018
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中图分类号/CLCN:U232
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栏目/Col:研究报告
摘要:
［目的］传统跨座式单轨轨道梁大多采用宽为850 mm的截面形式，针对我国三四线城市的城市轨道交通建设要求，相关企业提出了宽为1 250 mm的跨座式单轨列车截面形式。为解决新型跨座式单轨列车的特殊需求，有必要对其轨道梁的力学性能和截面形式进行研究。［方法］采用数值模拟方法，建立了预弯钢-混组合轨道梁模型；基于传统轨道梁截面形式，提出宽为1 250 mm的预弯钢-混组合跨座式单轨轨道梁初步截面形式；分析不同荷载组合情况下的截面力学性能，并以用钢量最省为目标，对初步截面形式进行截面参数优化。［结果及结论］随着钢箱梁顶板厚度增加、钢箱梁上翼缘最大正应力呈减小的趋势；随着钢箱梁底板厚度的增加，钢箱梁下翼缘最大正应力值呈减小的趋势；随着腹板厚度的增加，钢箱梁腹板最大剪应力值呈减小的趋势。在最不利荷载工况组合下，所提轨道梁初步截面形式的刚度与强度均满足规范容许限值；优化后的顶板厚度、腹板厚度、底板厚度分别为16 mm、20 mm、16 mm，钢材表面积可节省约29.89%。
Abstracts:
［Objective］ Most conventional straddle monorail track beams utilize a profile form with 850 mm width. In response to the urban rail transit construction demands of the third and fourth-tier cities in China, relevant enterprises propose a profile form with 1 250 mm width for straddle monorail train. To address the special requirements of the new straddle monorail train, it is necessary to study the mechanical performance and profile form of the track beams. ［Method］ A numerical simulation method is employed to establish a pre-bent steel-concrete composite track beam model. Based on the conventional track beam profile form, a preliminary profile form of 1 250 mm wide pre-bent steel-concrete composite straddle monorail track beam is proposed. The mechanical performance of the profile under different load combinations is analyzed, and the profile parameters of the preliminary profile form are optimized with the goal of minimizing steel consumption. ［Result & Conclusion］ With the increase of steel box beam top plate thickness, the maximum normal stress of steel box beam upper flange decreases. When the steel box beam bottom plate thickness increases, the maximum normal stress of steel box beam lower flange decreases. With the increase of auxiliary plate thickness, the maximum shear stress of steel box beam auxiliary plate decreases. Under the most unfavorable load working condition combinations, the stiffness and strength of the proposed track beam preliminary profile form both meet the allowable limit of the specifications. The optimized top plate thickness, auxiliary plate thickness, and bottom plate thickness are 16 mm, 20 mm and 16 mm, respectively, contributing to approximately 29.89% reduction in steel surface area.
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