【摘要】：中國(guó)高速鐵路發(fā)展已經(jīng)從大規(guī)模建設(shè)進(jìn)入長(zhǎng)期安全穩(wěn)定運(yùn)營(yíng)階段。橋梁結(jié)構(gòu)在墩臺(tái)沉降、地震荷載、混凝土收縮徐變、溫度作用和列車循環(huán)動(dòng)載等長(zhǎng)期作用下,可能發(fā)生不可恢復(fù)的豎向與橫向變形,從而嚴(yán)重影響軌道平順性,最終對(duì)高速列車安全運(yùn)營(yíng)造成不利影響。本文選取高速鐵路簡(jiǎn)支梁橋及其上部CRTS Ⅰ型單元板式無(wú)砟軌道結(jié)構(gòu)為研究對(duì)象,提出橋梁—軌道變形映射模型,量化橋梁結(jié)構(gòu)變形對(duì)軌面幾何形態(tài)的影響,主要研究?jī)?nèi)容及結(jié)論如下:(1)在分析橋梁結(jié)構(gòu)變形對(duì)高速列車運(yùn)營(yíng)性能影響的基礎(chǔ)上,結(jié)合橋梁服役期內(nèi)可能發(fā)生的多種變形模式,對(duì)比國(guó)內(nèi)外規(guī)范對(duì)變形限值的規(guī)定。綜述高速鐵路橋軌相互作用計(jì)算模型、層間基礎(chǔ)結(jié)構(gòu)變形協(xié)調(diào)效應(yīng)和橋軌變形映射關(guān)系方面的國(guó)內(nèi)外研究成果,指出現(xiàn)有研究存在的問(wèn)題,闡明了量化橋梁結(jié)構(gòu)變形對(duì)軌面幾何形態(tài)影響的必要性。(2)在分析橋梁結(jié)構(gòu)豎向變形導(dǎo)致鋼軌變形機(jī)理的基礎(chǔ)上,提出了豎向變形映射模型建立的基本假設(shè)條件,通過(guò)力學(xué)分析,建立了橋梁結(jié)構(gòu)豎向變形與軌面幾何形態(tài)的通用映射解析模型。將鋼軌變形表達(dá)為由鋼軌豎向變形的扣件力影響矩陣、軌道板豎向變形的扣件力影響矩陣和橋梁結(jié)構(gòu)變形影響矩陣組成的解析表達(dá)式。構(gòu)建了橋墩沉降、梁體豎向錯(cuò)臺(tái)和梁端豎向轉(zhuǎn)角三種典型變形模式下的鋼軌變形解析模型,通過(guò)MATLAB編程實(shí)現(xiàn)了模型求解的程序化。(3)在分析橋梁結(jié)構(gòu)橫向變形與軌面幾何形態(tài)映射機(jī)理的基礎(chǔ)上,結(jié)合CRTS Ⅰ型單元板式無(wú)砟軌道結(jié)構(gòu)的力學(xué)狀態(tài)分析,提出軌道板橫向剛體變形假設(shè),基于靜力平衡及變形協(xié)調(diào)條件,建立了橋梁結(jié)構(gòu)橫向變形與軌面幾何形態(tài)的映射模型。將鋼軌橫向變形表達(dá)為由橋梁結(jié)構(gòu)橫向變形影響矩陣、鋼軌橫向變形的扣件力影響矩陣和軌道板橫向變形的扣件力影響矩陣組成的解析表達(dá)式。構(gòu)建了梁端橫向轉(zhuǎn)角、梁體橫向錯(cuò)臺(tái)映射至軌面的解析表達(dá)式,并通過(guò)MATLAB編程實(shí)現(xiàn)了橋梁結(jié)構(gòu)橫向變形條件下軌面幾何形態(tài)的求解。(4)基于有限元分析軟件ANSYS,建立了橋梁結(jié)構(gòu)與CRTS Ⅰ型單元板式無(wú)砟軌道結(jié)構(gòu)有限元模型。以橋墩沉降、梁體豎向錯(cuò)臺(tái)和梁端豎向轉(zhuǎn)角三種典型的豎向變形模式和梁體橫向錯(cuò)臺(tái)、梁端橫向轉(zhuǎn)角兩種典型的橫向變形模式為例,通過(guò)有限元模型和中國(guó)鐵道科學(xué)研究院完成的試驗(yàn),對(duì)建立的豎向和橫向變形映射解析模型進(jìn)行驗(yàn)證。所得的鋼軌變形、扣件受力、鋼軌變形最值及區(qū)域長(zhǎng)度均吻合較好,充分驗(yàn)證了橋梁—軌道變形映射模型的準(zhǔn)確性和有效性,且能描述各影響參數(shù)與鋼軌變形之間的關(guān)系。(5)基于已驗(yàn)證的橋梁一軌道變形映射模型,描述了不同變形模式對(duì)軌面幾何形態(tài)的映射特征和程度,提出了鋼軌變形延伸系數(shù)的概念。定量研究了五種典型橋梁結(jié)構(gòu)變形幅值、橋梁跨度、梁端懸出長(zhǎng)度、扣件剛度和砂漿層剛度等關(guān)鍵參數(shù)對(duì)鋼軌變形最值及變形區(qū)域長(zhǎng)度的影響規(guī)律,提出了軌面變形的控制措施。
[Abstract]:China's high-speed railway development has entered a long-term safe and stable operation stage from large-scale construction. The bridge structure, under the long-term effects of the settlement of the abutment, the seismic load, the shrinkage of the concrete, the temperature and the dynamic load of the train, can cause the unrecoverable vertical and lateral deformation, thus seriously affecting the smoothness of the track, and finally adversely affecting the safe operation of the high-speed train. In this paper, the structure of the high-speed railway simple-supported beam bridge and its upper CRTS I-type unit plate-type ballastless track structure is selected as the research object, and the influence of the deformation of the bridge structure on the geometry of the rail surface is proposed. The main research contents and conclusions are as follows: (1) Based on the analysis of the influence of the deformation of the bridge structure on the operation performance of the high-speed train, the regulation of the deformation limit is compared with the various deformation modes which may occur during the service period of the bridge. This paper reviews the research results of the high-speed railway bridge rail interaction calculation model, the inter-layer basic structure deformation coordination effect and the bridge rail deformation mapping relation, points out the problems existing in the existing research, and expounds the necessity of quantifying the influence of the deformation of the bridge structure on the geometry of the rail surface. (2) Based on the analysis of the deformation mechanism of the steel rail caused by the vertical deformation of the bridge structure, the basic assumptions for the establishment of the vertical deformation mapping model are put forward, and the general mapping analysis model of the vertical deformation of the bridge structure and the geometry of the rail surface is established through the mechanical analysis. The deformation of the rail is expressed as an analytical expression of the influence matrix of the fastening force, the influence matrix of the vertical deformation of the rail plate and the influence matrix of the deformation of the bridge structure. The model of the deformation of the rail in three typical deformation modes of the bridge pier settlement, the vertical error table of the beam body and the vertical corner of the beam end is constructed, and the programming of the model solution is realized by the MATLAB programming. (3) Based on the analysis of the mechanism of the transverse deformation of the bridge structure and the geometry of the rail surface, the deformation of the transverse rigid body of the track plate is put forward based on the analysis of the mechanical state of the structure of the plate-type ballastless track of the CRTS I-type unit, and based on the static equilibrium and the deformation coordination condition, The mapping model of the transverse deformation of the bridge structure and the geometry of the rail surface is established. the transverse deformation of the steel rail is expressed as an analytical expression consisting of a transverse deformation influence matrix of a bridge structure, a fastening force influence matrix of the transverse deformation of the steel rail and a fastening force influence matrix of the transverse deformation of the track plate. The analytical expression of the transverse angle of the beam end and the transverse error table of the beam body to the rail surface is constructed, and the solution of the geometry of the rail surface under the transverse deformation condition of the bridge structure is realized through the programming of MATLAB. (4) The finite element model of the slab-type ballastless track structure of the bridge structure and the CRTS I-type unit is established based on the finite element analysis software ANSYS. According to the three typical vertical deformation modes of the pier settlement, the vertical error table of the beam body and the vertical corner of the beam end, the two typical transverse deformation modes of the beam end transverse corner and the beam end transverse corner are examples, and the test is completed by the finite element model and the Chinese Academy of Railway Sciences. The established vertical and lateral deformation mapping analysis model is validated. The deformation of the rail, the force of the fastener, the maximum value of the deformation of the rail and the length of the region match well, and the accuracy and the effectiveness of the deformation mapping model of the bridge rolling track are fully verified, and the relationship between the influence parameters and the deformation of the steel rail can be described. (5) Based on the validated bridge-track deformation mapping model, the mapping characteristics and degree of different deformation modes on the geometry of the rail surface are described, and the concept of the extension coefficient of the deformation of the rail is proposed. The influence of the key parameters such as the deformation amplitude, the span of the bridge, the suspension length of the beam end, the rigidity of the fastener and the rigidity of the mortar layer on the deformation of the rail and the length of the deformation region of the five typical bridge structures is studied quantitatively. The control measures of the deformation of the rail surface are put forward.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：U446

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