高速铁路桥梁结构变形映射至轨面几何形态的定量化研究

发布时间：2018-11-27 16:43

【摘要】：中国高速铁路发展已经从大规模建设进入长期安全稳定运营阶段。桥梁结构在墩台沉降、地震荷载、混凝土收缩徐变、温度作用和列车循环动载等长期作用下,可能发生不可恢复的竖向与横向变形,从而严重影响轨道平顺性,最终对高速列车安全运营造成不利影响。本文选取高速铁路简支梁桥及其上部CRTS Ⅰ型单元板式无砟轨道结构为研究对象,提出桥梁—轨道变形映射模型,量化桥梁结构变形对轨面几何形态的影响,主要研究内容及结论如下:(1)在分析桥梁结构变形对高速列车运营性能影响的基础上,结合桥梁服役期内可能发生的多种变形模式,对比国内外规范对变形限值的规定。综述高速铁路桥轨相互作用计算模型、层间基础结构变形协调效应和桥轨变形映射关系方面的国内外研究成果,指出现有研究存在的问题,阐明了量化桥梁结构变形对轨面几何形态影响的必要性。(2)在分析桥梁结构竖向变形导致钢轨变形机理的基础上,提出了竖向变形映射模型建立的基本假设条件,通过力学分析,建立了桥梁结构竖向变形与轨面几何形态的通用映射解析模型。将钢轨变形表达为由钢轨竖向变形的扣件力影响矩阵、轨道板竖向变形的扣件力影响矩阵和桥梁结构变形影响矩阵组成的解析表达式。构建了桥墩沉降、梁体竖向错台和梁端竖向转角三种典型变形模式下的钢轨变形解析模型,通过MATLAB编程实现了模型求解的程序化。(3)在分析桥梁结构横向变形与轨面几何形态映射机理的基础上,结合CRTS Ⅰ型单元板式无砟轨道结构的力学状态分析,提出轨道板横向刚体变形假设,基于静力平衡及变形协调条件,建立了桥梁结构横向变形与轨面几何形态的映射模型。将钢轨横向变形表达为由桥梁结构横向变形影响矩阵、钢轨横向变形的扣件力影响矩阵和轨道板横向变形的扣件力影响矩阵组成的解析表达式。构建了梁端横向转角、梁体横向错台映射至轨面的解析表达式,并通过MATLAB编程实现了桥梁结构横向变形条件下轨面几何形态的求解。(4)基于有限元分析软件ANSYS,建立了桥梁结构与CRTS Ⅰ型单元板式无砟轨道结构有限元模型。以桥墩沉降、梁体竖向错台和梁端竖向转角三种典型的竖向变形模式和梁体横向错台、梁端横向转角两种典型的横向变形模式为例,通过有限元模型和中国铁道科学研究院完成的试验,对建立的竖向和横向变形映射解析模型进行验证。所得的钢轨变形、扣件受力、钢轨变形最值及区域长度均吻合较好,充分验证了桥梁—轨道变形映射模型的准确性和有效性,且能描述各影响参数与钢轨变形之间的关系。(5)基于已验证的桥梁一轨道变形映射模型,描述了不同变形模式对轨面几何形态的映射特征和程度,提出了钢轨变形延伸系数的概念。定量研究了五种典型桥梁结构变形幅值、桥梁跨度、梁端悬出长度、扣件刚度和砂浆层刚度等关键参数对钢轨变形最值及变形区域长度的影响规律,提出了轨面变形的控制措施。
[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.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：U446

【参考文献】