高速铁路大跨度连续斜拉桥上梁端一体化装置性能研究  

Research on Performance of Upper Beam End Integration Device of Long Span Continuous Cable-stayed Bridge of High Speed Railways

作　　者：周智强 邢书科 王兆刚 孙洪斌 董昆灵 杨荣山[1] ZHOU Zhiqiang;XING Shuke;WANG Zhaogang;SUN Hongbin;DONG Kuning;YANG Rongshan(Key Laboratory of High-speed Railway Engineering,Ministry of Education,Southwest Jiaotong University,Chengdu 610031,China;Shanghai Civil Engineering Co.,Ltd.of China Railway Engineering Corporation,Shanghai 201906,China;Shandong Luqiao Group Co.,Ltd.,Jinan 250101,China;Shandong Railway Investment Holding Group Co.,Ltd.,Jinan 250101,China)

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,成都610031 [2]中铁上海工程局集团有限公司,上海201906 [3]山东省路桥集团有限公司,济南250101 [4]山东铁路投资控股集团有限公司,济南250101

出　　处：《铁道标准设计》2024年第4期63-69,87,共8页Railway Standard Design

基　　金：山东省路桥集团有限公司科研项目(R110122H01161);中铁上海工程局集团有限公司科研项目(R110122H01023);山东铁路投资控股集团有限公司科研项目。

摘　　要：目前大跨度斜拉桥上铺设无缝线路,梁端处需设置梁端伸缩装置和钢轨伸缩调节器以降低钢轨产生较大的附加应力,但此结构无法协调较大的梁轨相对位移,应用范围有限。为此,提出了一种梁端一体化装置结构,能适用于较大的梁缝伸缩情况且伸缩阻力较小,经过现场应用效果良好。针对时速350 km下高速列车能够平稳通过大跨度斜拉桥无缝线路梁端的要求,建立了相关三维梁端车-线-桥耦合模型,确定了轮轨接触关系,验证该结构在大跨度斜拉桥下对于高速列车平稳运行的适用性。结果表明:温度和梁端转角作用下钢轨会产生一定变形,钢轨垂向变形大于横向变形,最大垂向位移达到15.71 mm。对比仅施加德国低干扰不平顺谱,叠加温度或梁端转角变形后行车过程中的梁端一体化装置动力响应增大,且对钢枕振动垂向加速度的影响较为明显,从38.92 m·s^(-2)上升至48.69 m·s^(-2),增加25.1%。相比之下,极限拉伸状态比极限压缩状态下行车过程中的梁端一体化装置结构响应大,钢枕垂向加速度从40.64 m·s^(-2)上升至62.39 m·s^(-2),增加53.5%,应在高温拉伸状态下对梁端一体化装置性能进行定期检测。梁端一体化装置在以上工况下的响应均满足标准规范要求,本研究可为其在列车高速运行通过大跨度斜拉桥梁端时的铺设提供参考。At present,when continuous welded rail are laid on long-span cable-stayed bridges,the bridge end expansion device and rail expansion regulator should be set at the bridge end to reduce the large additional stress caused by the rail.However,this structure cannot coordinate the large relative displacement of bridge and rail and its application range is limited.Therefore,designers put forward a kind of bridge end integration device structure,which is suitable for the large bridge seam expansion with small expansion resistance and good field application effect.Aiming at the requirement that the high-speed train can pass the bridge end of the seamless line of the long-span cable-stayed bridge smoothly at 350 km per hour,this paper establishes the relevant three dimensional bridge end vehicle-rail-bridge coupling model,determines the wheel-rail contact relationship,and verifies the applicability of this structure for the stable operation of high-speed train under the long-span cable-stayed bridge.The results show that the rail deformation will occur under the action of temperature and angle of the bridge end.The vertical deformation of rail is greater than the transverse deformation,and the maximum vertical displacement reaches 15.71 mm.By comparison,the dynamic response of the bridge end integration device during the driving process increases when only the German low interference irregularity spectrum is applied;the superposition temperature or the angle of bridge end deformation is applied,and the influence on the vertical acceleration of the steel pillow bar vibration is obvious,which increases from 38.92 m·s^(-2) to 48.69 m·s^(-2),with an increase of 25.1%.In contrast,the structural response of the bridge end integration device in the ultimate tensile state is larger than that in the ultimate compression state.The vertical acceleration of the steel bolt rises from 40.64 m·s^(-2) to 62.39 m·s^(-2),with an increase of 53.5%.The performance of the bridge end integration device should be regularly tested under high

关 键 词：高速铁路 铁路桥 连续斜拉桥 无缝线路 钢轨伸缩调节器 梁端一体化装置 车-线-桥耦合 轮轨接触关系 动力响应 

分 类 号：U238[交通运输工程—道路与铁道工程] U213.9