连续刚构桥上无缝线路计算模型及方法的简化  

Simplification for calculation model and method of CWR on continuous rigid frame bridge

作　　者：王平[1] 谢铠泽[1] 

机构地区：[1]西南交通大学高速铁路线路工程教育部重点实验室,四川成都610031

出　　处：《中南大学学报（自然科学版）》2015年第7期2735-2743,共9页Journal of Central South University:Science and Technology

基　　金：国家自然科学基金资助项目(U1234201;U1334203)~~

摘　　要：为简化连续刚构桥上无缝线路计算模型以及确定正确的简化计算方法,基于原有连续刚构桥上无缝线路计算模型、刚构桥受力特点及梁轨相互作用原理提出新的计算模型。以实际连续刚构桥为例,采用原有计算模型及本文提出的模型分别计算伸缩、制动、断轨及挠曲工况。研究结果表明:在伸缩及断轨工况下,可采用本文提出的简化模型进行计算;对于制动工况,当中支点截面与固结桥墩截面抗弯刚度比值大于4时,采用本文提出的简化模型计算的梁轨相对位移误差可控制在0.2 mm范围内;对伸缩、断轨及制动工况计算可以将变截面刚构桥简化为等截面桥进行简化计算,并且计算结果满足工程需要;对于挠曲工况,由于简化模型未考虑桥墩的偏转因此有较大的误差,因此挠曲工况计算必须采用可以考虑变截面梁及桥墩的整体模型进行计算。In order to simplify the calculation model and determine the correctness of simplified calculation method of continuous welded rail （CWR） on continuous rigid frame bridge, a new calculation model based on the original model, mechanical properties of continuous rigid frame bridge and track-bridge interaction was put forward. The new model and original model were used to calculate the expansion, brakingl broken rail and bending conditions of CWR on an actual continuous rigid frame bridge. The results show that the new model can be applied to expansion and broken rail conditions; for braking condition, when the ratio of the flexural rigidity of middle support section to that of pier is bigger than 4, the differential of relative displacement between bridge and rail of two models remains less than 0.2 ram; under the condition of expansion, braking and broken rail, it is acceptable to use constant section bridge rather than variable cross-section rigid frame bridge to calculate the force and displacement of CWR in engineering application; under the bending condition, since the new model does not consider the pier deflection, there exists bigger error. So the calculation of bending condition needs building a model which considers the variable cross-section beam and pier at the same time.

关 键 词：无缝线路 连续刚构桥 计算模型 纵向水平刚度 梁轨相对位移 断缝 

分 类 号：U213.9[交通运输工程—道路与铁道工程]