【作者】 徐庆元；

【导师】 陈秀方；

【作者基本信息】 中南大学 ， 道路及铁道工程， 2005， 博士

【摘要】 高速铁路桥上铺设无缝线路引起的桥梁与钢轨之间的纵向相互作用力,是高速铁路桥梁的重要荷载,梁、轨之间的纵向相互作用力过大,会引起线路失稳、长钢轨折断等严重问题,威胁到高速铁路行车安全;梁、轨纵向相互作用力还是高速铁路桥梁墩台及基础设计的控制性荷载之一;高速铁路梁、轨纵向相互作用力机理研究具有十分重要的工程实用意义。 现有桥上无缝线路纵向附加力计算理论大多采用平面模型,而高速铁路桥梁、墩台及荷载均具有很强的空间性,现有力学模型不能很好反映上述工况,具有很大的局限性;高速列车高速行驶在桥梁上或在桥梁上制动,会引起钢轨及桥梁的振动,但高速铁路动态挠曲力及制动力现有研究成果很有限,有关报道很少。 针对以前研究的不足,本文在吸收国内外研究成果的基础上,建立了梁、轨纵向相互作用三维有限元静力及动力空间力学计算模型,并用所建立的力学计算模型对高速铁路梁、轨纵向相互作用机理进行了较深入研究,主要内容如下: (1)用Ansys软件建立了梁、轨纵向相互作用三维有限元静力学模型,并对该力学模型进行了相应的验证。 (2)以秦沈客运专线10跨32米双线简支箱形梁桥为例,运用所建立的空间力学模型,分析了高速铁路多跨简支梁桥上无缝线路钢轨纵向附加力基本特征;对不同运行工况、扣件纵向阻力、墩台刚度、支座布置、扣件布置、桥梁跨数、梁温度变化幅度、支座摩擦阻力、钢轨类型、力学计算模型等因素对高速铁路多跨简支梁桥梁、轨纵向相互作用的影响进行了深入研究;考虑钢轨折断时轨枕的约束作用,建立了断轨力空间力学计算模型,以秦沈客运专线10跨32米双线简支箱形梁桥为例,对单根钢轨折断梁、轨纵向相互作用力基本特征及断缝影响因素进行了深入研究。 (3)以秦沈客运专线跨兴闫公路特大桥为例,分析了在设置钢轨伸缩调节器的情况下,温度荷载循环变化引起的塑性残余变形对梁、轨纵向相更多还原

【Abstract】 The mutual additional longitudinal force transmission between continuously welded rails (CWR) and high-speed railway bridges is an important force for high-speed railway bridge. If the force is too great, it may cause the buckling of track or rupture of rail, the running safety of high-speed train is threatened. Moreover, the mutual additional longitudinal force transmission between CWR and high-speed railway bridges is one of control loads for the design of pier and abutment and the foundation of it. Thus the calculation of the additional force is quite important in engineering application.But the mechanics calculation model on this aspect at present is usually plane model. In fact, the bridges, pier and abutment as well as load of the high-speed railway are of strongly spatially mechanics characteristics, the plane mechanics calculation model in this aspect cannot reflect the situations mentioned above effectively, and has its limitations. Moreover, when high-speed train runs or brakes on the railway bridges, rail and bridge will vibrate and thus creates dynamic effect. But the study of the dynamic winding and braking force is almost blank at present.In this paper, based on the achievements of the predecessors, a three-dimensional finite element space mechanical model for calculating the additional longitudinal force transmission between CWR and high-speed railway bridges is established. Furthermore the author makes a detailed study on the additional longitudinal force transmission between CWR and high-speed railway bridges with the model, the main content of this paper are as follows:(1) A static three-dimensional finite element mechanical model for calculating the additional longitudinal force transmission between CWR and high-speed railway bridges is established, examples are given to validate the calculation model.(2) With the static three-dimensional finite element space mechanicalmodel, taking a 10-span 32m simple supported double-track box girder in Qin-Shen passenger special line as an example, the characteristics of additional longitudinal force of rail have been analyzed; and the author also studies the influences of different operation condition, fastener longitudinal resistance , stif&ess of pier and abutment, span of the bridge, layout of fastener, temperature variation of beam, bearing friction resistance, rail type , mechanics model on the mutual interaction between CWR and high-speed railway bridges in detail; Taking the constrain of the sleeper into account, the author establishes a rupture force mechanical calculation model , taking a 10-span 32m simple supported double-track box girder in Qin-Shen passenger special line as an example, the characteristics of longitudinal rupture force of rails when one rail snaps at low temperature are analyzed and the influences of the rail-gap are studied in detail.(3) Taking super-long railway bri%e cross Xin-Yan highway in Qin-Shen passenger special line as an example, the influence of plastic residual deformation, which is caused by cyclic temperature load, on the additional longitudinal force transmission between CWR with the rail expansion adjuster in the middle of the continuous beam and the bridge is analyzed ; The characteristics of additional longitudinal force transmission between CWR without rail expansion adjuster and the bridge are also analyzed; and the influences of different operation condition, train formation, fastener longitudinal resistance , rail type, bearing friction resistance, temperature variation of beam, mechanics model on the mutual interaction between CWR without rail expansion adjuster and the bridge are studied in detail; the longitudinal rupture force characteristics are analyzed and the influence factors of the rail-gap are studied in detail; Based on the study above ,the probability of laying CWR without rail expansion adjuster on the bridge is discussed.(4) A Three-dimensional finite element mechanical model for calculating the dynamic additional longitudinal braking force transmission between CWR and high-speed railway bridges is established; taking a 8-span 32m simplesupported double-track box girder in Qin-Shen passenger special line as an example, the characteristics of dynamic additional longitudinal braking force of rail are analyzed; and the influence of single-track braking, double-track braking with the opposite direction, track longitudinal resistance, train formation, pier height, beam span number ,initial braking velocity on the dynamic effect of rail braking force are studied ;(5) A Three-dimensional finite element vehicle-track-bridge coupling dynamic mechanical model for calculation the winding force is established; taking a 5-span 32m simple supported double-track box girder in Qin-Shen passenger special line as an example, the dynamic additional longitudinal winding force characteristics of rail are analyzed; and the influences of single-track operation ,double-track operation with the opposite direction, track longitudinal resistance, train formation, pier height, beam span number , operation velocity on the dynamic effect of rail winding force are studied.(6) Combining AutoCAD VBA with Ansys secondary development language, a program, in which Three-Dimensional finite element bridge model is automatically generated by the Two-Dimensional cross-sections of the beam, the pier and abutment, is designed, the difficulty of 3D model is greatly reduced, and efficiency and accuracy are obtained.更多还原