【作者】 贺欣；

【导师】 蔡小培；

【作者基本信息】 北京交通大学 ， 道路与铁道工程， 2010， 硕士

【摘要】 我国铁路科研设计人员通过京津城际铁路的工程实践、无砟轨道系统技术总结和系统技术再创新等工作,已经形成具有中国特色的CRTSⅡ型纵连式无砟轨道系统成套技术。CRTSⅡ型纵连式无砟轨道的最大特点是全桥上底座板不在桥缝处断开而是纵连一直到路基上。为了及时将桥上底座板由于温度和制动产生的纵向力传递到路基中,在长大桥台后设置有端刺及摩擦板。当端刺形式为倒T型时,端刺及摩擦板范围路基需要全部使用掺水泥级配碎石。而我国铁路科研人员设计的双柱型端刺可以应用于标准路基中。本文利用非线性有限元软件建立车辆-轨道-端刺及摩擦板动力学模型,对比分析了不同形式端刺及摩擦板区结构的动力响应,然后分析了端刺与路基之间的轨面折角、行车速度、扣件布置方式对设置有不同形式端刺的系统动力响应的影响。模型计算结果表明,由于后移小端刺的刚度过渡作用,设置有后移小端刺的双柱型端刺比无后移小端刺的动力响应要为小；设置有倒T型端刺时系统的垂向位移比设置有双柱型端刺时系统的垂向位移要为小,但是由基床动力响应可以看出双柱型端刺的整体性要好于倒T型端刺；轨面折角对系统动力响应有明显影响,需要设法减小端刺与路基之间的轨面折角,而最大轮轨力即发生在轨面折角起始处；列车、轨道及路基动力响应基本上随行车速度增大而增大；通过合理的扣件布置方式可以减小端刺及摩擦板区域的系统动力响应。由于我国高速铁路桥梁以长大桥梁为主,故无法一次将纵连的底座板浇筑完成,需要分段浇筑。每一底座板浇筑段分为常规区与临时端刺区。本文利用通用有限元软件建立底座板-桥梁纵向受力模型,对比分析了底座板与桥梁间滑动层摩擦系数、临时端刺长度及常规区长度对底座板及桥梁的受力影响。模型分析表明临时端刺对常规区纵向位移起到很好的限制作用,但是常规区最外面的固结机构以及临时端刺的固结机构是系统的薄弱环节。建议在底座板施工阶段,底座板与桥梁之间的滑动层摩擦系数保持在0.2-0.5,临时端刺合理长度取值约为800m,而常规区的长度可以根据现场施工条件选择。更多还原

【Abstract】 China has imported the complete technology of Boegl slab track such as design, manufacturing, construction, maintenance, tooling from Germany. So after engineering practice of Jing-Jin high speed railway and technical summary of ballastless track,innovation of ballastless system, Chinese railway researchers and designers has finished CRTS II ballastless track complete technology that has Chinese feature.The most important feature of CRTS II ballastless track is that the baselayer on the bridge is integrated. In order to translate baselayer force which is generated by temperature and applying the brake to roadbed timely, there is termination cutting off and friction slab behind the abutment. If the style of termination cutting off is overturned T, the whole area of termination cutting off and friction slab should use graded gravel which has cement as roadbed. Chinese railway researchers have designed double pillars termination cutting off which can be used in standard roadbed.This thesis built up vehicle-track-termination cutting off model using non-liner finite element software, and analyses dynamic responses of different style of termination cutting off. After that the thesis analyzes the influence of angular of rails, vehicle speed and the disposal of fastener to the dynamic responses of the system.From the result of the analyses, if there is little termination cutting off behind the termination cutting off, the dynamic responses will be less. The displacement of the overturned T termination is much less than the double pillar termination cutting off. Angular of rails can enhance dynamic response of the system. Normally, the speed of the vehicle is higher; the dynamic response of the system is larger. If we dispose the fastener in reason, the dynamic response of the system will be less.Because in China the bridges of high speed railway are very long, it can not construct the baselayer in one time and it must construct step by step. Each construction step is composed by general area and temporary termination cutting off.This thesis use general finite element method software to build up baselayer-bridge model. Then analyze the influence of the friction coefficient which between the bridge and baselayer, length of the temporary termination cutting off and length of the normal area to the system. From the result we can see friction coefficient between the bridge and baselayer should be 0.2～0.5, the best length of the temporary termination cutting off is about 800m, the length of the normal area can be decided by the condition of the constructors.更多还原