桥上有轨电车梁体和轨道组件评价研究
发布时间：2019-05-19 11:17
【摘要】：在城市快速高架桥上走行现代有轨电车时,钢轨采用无缝化设计后由于梁体竖向挠曲变形和梁温的变化,梁体和钢轨之间将产生相互作用的梁轨相互作用力。铁路桥梁研究成果显示,纵向力对梁体和轨道结构的影响较大。鉴于桥上走行有轨电车是一种全新尝试并且相关研究较少,所以应对纵向力对轨道结构和梁体的影响展开研究,以便为梁体和轨道结构设计提供验证和参考。桥上有轨电车轨道结构中的承轨槽、角钢、梁面预埋钢垫板彼此间是焊接在一起的,后浇混凝土铺装层与下方箱梁形成一个整体组合结构,同幅桥上汽车车道中梁体与铺装层简单叠合构成一个叠合结构。组合梁结构较叠合梁结构其截面特性发生变化,研究发现竖向荷载作用下两种结构相同位置处的截面应力发生变化。跨中截面最大拉应力增加19.4 MPa,最大压应力增加2.29 MPa；支座截面顶板梁面处切应力增加13.6MPa；组合梁竖向挠度较叠合梁减小13.7mm,从减小竖向挠度入手组合梁结构更加有利；组合结构较叠合结构各截面顶板处存在剪力滞后现象,近支座位置处截面顶板剪力滞后系数增幅较大。考虑伸缩力后跨中截面、3L/4跨截面、7L/8跨截面和支座截面的最大正应力和主应力沿高度分布特征都会较只作用竖向力时增加,其中7L/8跨截面底板、顶板的第-主应力增幅分别为12.1MPa和3.59 MPa；支座截面切应力变化不大,但由于纵向力影响截面高度方向上最大切应力出现位置发生变化；梁体的最大竖向挠度减小；纵向力引起的支座截面顶板剪力滞后效应较明显。轨道结构中的角钢同时承受弯曲剪切力和纵向剪切力。作用纵向力后钢轨下方角钢、钢垫板的最大主应力和切应力都会显著增大；伸缩力和挠曲力叠加时的结果与只作用伸缩力时的结果相差不大。纵向力最大位置处钢轨下方角钢、钢垫板的最大主应力、切应力也最大。
[Abstract]:When modern tram is used on urban fast viaduct, the beam and rail will interact with each other due to the vertical deflection deformation of beam body and the change of beam temperature after seamless design. The research results of railway bridges show that the longitudinal force has a great influence on the beam and track structure. In view of the fact that tram on bridge is a new attempt and there is little related research, the influence of longitudinal force on track structure and beam body should be studied in order to provide verification and reference for the design of beam body and track structure. The rail bearing slot, angle steel and beam surface embedded steel gasket in the tram track structure on the bridge are welded together with each other, and the post-pouring concrete pavement layer and the lower box girder form an overall composite structure. The beam and pavement in the driveway of the same bridge simply overlap to form a superimposed structure. The cross section characteristics of composite beam structure are different from those of composite beam structure. It is found that the section stress of the two structures changes at the same position under vertical load. The maximum tensile stress in the middle cross section of the span increases by 19.4 MPa, and the maximum compressive stress increases by 13.6 MPA at the surface of the roof beam with 2.29 MPa; bearing section. The vertical deflection of the composite beam is 13.7 mm lower than that of the composite beam, and the composite beam structure is more favorable to reduce the vertical deflection. Compared with the composite structure, the shear lag phenomenon exists at each section roof of the composite structure, and the shear lag coefficient of the section roof near the support position increases greatly. The distribution characteristics of the maximum normal stress and principal stress along the height of the middle span section, the 3L/4 span section, the 7L/8 span section and the bearing section after considering the telescopic force will increase compared with those when the vertical force is only applied, in which the 7L/8 cross section bottom plate will be increased. The increase of principal stress of roof is 12.1MPa and 3.59 MPa;, respectively. The shear stress of the bearing section does not change much, but the position of the maximum shear stress in the direction of the section height is changed due to the longitudinal force, the maximum vertical deflection of the beam body decreases, and the shear lag effect of the roof of the support section caused by the longitudinal force is obvious. The angle steel in the track structure bears both bending shear force and longitudinal shear force. After the longitudinal force is applied, the maximum principal stress and shear stress of the steel gasket plate will increase significantly, and the results when the telescopic force and deflection force are superimposed are not much different from those when only the telescopic force is applied. The maximum principal stress and shear stress of the steel gasket are also the highest at the angle below the rail at the maximum longitudinal force.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U441.7;U492.433
本文编号：2480686
[Abstract]:When modern tram is used on urban fast viaduct, the beam and rail will interact with each other due to the vertical deflection deformation of beam body and the change of beam temperature after seamless design. The research results of railway bridges show that the longitudinal force has a great influence on the beam and track structure. In view of the fact that tram on bridge is a new attempt and there is little related research, the influence of longitudinal force on track structure and beam body should be studied in order to provide verification and reference for the design of beam body and track structure. The rail bearing slot, angle steel and beam surface embedded steel gasket in the tram track structure on the bridge are welded together with each other, and the post-pouring concrete pavement layer and the lower box girder form an overall composite structure. The beam and pavement in the driveway of the same bridge simply overlap to form a superimposed structure. The cross section characteristics of composite beam structure are different from those of composite beam structure. It is found that the section stress of the two structures changes at the same position under vertical load. The maximum tensile stress in the middle cross section of the span increases by 19.4 MPa, and the maximum compressive stress increases by 13.6 MPA at the surface of the roof beam with 2.29 MPa; bearing section. The vertical deflection of the composite beam is 13.7 mm lower than that of the composite beam, and the composite beam structure is more favorable to reduce the vertical deflection. Compared with the composite structure, the shear lag phenomenon exists at each section roof of the composite structure, and the shear lag coefficient of the section roof near the support position increases greatly. The distribution characteristics of the maximum normal stress and principal stress along the height of the middle span section, the 3L/4 span section, the 7L/8 span section and the bearing section after considering the telescopic force will increase compared with those when the vertical force is only applied, in which the 7L/8 cross section bottom plate will be increased. The increase of principal stress of roof is 12.1MPa and 3.59 MPa;, respectively. The shear stress of the bearing section does not change much, but the position of the maximum shear stress in the direction of the section height is changed due to the longitudinal force, the maximum vertical deflection of the beam body decreases, and the shear lag effect of the roof of the support section caused by the longitudinal force is obvious. The angle steel in the track structure bears both bending shear force and longitudinal shear force. After the longitudinal force is applied, the maximum principal stress and shear stress of the steel gasket plate will increase significantly, and the results when the telescopic force and deflection force are superimposed are not much different from those when only the telescopic force is applied. The maximum principal stress and shear stress of the steel gasket are also the highest at the angle below the rail at the maximum longitudinal force.
【学位授予单位】：西南交通大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U441.7;U492.433
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