基于多缝协同体系的大跨度桥梁与轨道相互作用研究  

Interaction between Long-span Bridge and Track Based on Multi-joint Cooperation System

作　　者：李秋义[1,2] 张泽 张世杰 林超[1,2] 饶少臣 LI Qiuyi;ZHANG Ze;ZHANG Shijie;LIN Chao;RAO Shaochen(Track Alignment&Station Yard Design&Research Department,China Railway SIYUAN Survey and Design Group Co.,Ltd.,Wuhan Hubei 430063,China;Hubei Key Laboratory of Railway Track Safety Service,Wuhan Hubei 430063,China)

机构地区：[1]中铁第四勘察设计院集团有限公司线路站场设计研究院,湖北武汉430063 [2]铁路轨道安全服役湖北省重点实验室,湖北武汉430063

出　　处：《中国铁路》2024年第9期1-7,共7页China Railway

基　　金：国家重点研发计划项目(2022YFB2602900);中国铁建股份有限公司科技研发计划项目(2021-A03、2023-B12);中铁第四勘察设计院集团有限公司科技研发项目(KY2022006S、KY2023071S)。

摘　　要：钢轨伸缩调节器结构复杂、养护工作量大、运维成本高,大跨度桥梁铺设无缝线路的关键技术难题是如何尽量少设或不设钢轨伸缩调节器。提出一种取消大跨度桥梁钢轨伸缩调节器、将梁端伸缩位移均匀分散到邻近简支梁的多缝协同设计理念,建立基于多缝协同体系的大跨度桥梁参数化梁轨相互作用计算模型,研究不同温度区域、不同扣件类型、不同简支梁跨数、不同桥梁墩台刚度及不同轨道类型的多缝协同体系钢轨受力和变形规律。研究结论为:以无砟桥梁300 m温度跨度为例,传统体系计算的钢轨伸缩力为692 kN,采用5跨多缝协同简支梁后,钢轨伸缩力可减小为469 kN,减小幅度达40%以上。随着多缝协同简支梁跨数的增加,钢轨伸缩力不断减小,制动力则大幅增加,多缝协同简支梁相邻的第1孔简支梁墩刚度从350 kN/cm增加到2100 kN/cm时,钢轨制动力可减小约30%。对于不同温度跨度无砟轨道及有砟轨道大跨度桥梁,均对应最优的多缝协同简支梁跨数及跨度。多缝协同体系的合理配置为:简支梁跨度30~40 m、跨数3跨或4跨,且与之相邻的第1跨传统简支梁墩刚度尽可能大。多缝协同受力体系适应的无砟轨道桥梁最大温度跨度为350 m,有砟轨道桥梁温度跨度为500 m。Rail expansion joint has complex structure,large maintenance workload and high O&M cost.The key technical problem in laying CWR on long-span bridges is how to minimize or eliminate the installation of rail expansion joints.This paper proposes a multi-joint cooperation design concept of canceling rail expansion joints on long-span bridges and uniformly distributing the girder end expansion displacement to adjacent simply-supported girders,establishes a parametric girder-rail interaction calculation model for long-span bridges based on the multi-joint cooperation system,and studies the stress and deformation laws of rails in the multi-joint cooperation system with different temperature zones,fastening types,simply-supported girder span numbers,bridge pier and abutment stiffnesses and track types.The study conclusions are as follows:Taking the 300 m temperature span of ballastless bridge as an example,the rail expansion force calculated by the traditional system is 692 kN.After adopting 5-span multi-joint cooperation simply-supported girder,the rail expansion force can be reduced to 469 kN,with a reduction rate of more than 40%.With the increase of multi-joint cooperation simply-supported girder span number,the rail expansion force decreases continuously and the braking force increases greatly.When the stiffness of the first-span simply-supported girder pier adjacent to the multi-joint cooperation simply-supported girder increases from 350 kN/cm to 2,100 kN/cm,the rail braking force can be reduced by about 30%.For long-span bridges with ballastless track and ballasted track with different temperature spans,the optimal multi-joint cooperation simply-supported girder span number and span are corresponding.The reasonable configuration of the multi-joint cooperation system is as follows:The span of the simply-supported girder is 30~40 m,the span number is 3 or 4,and the stiffness of the first-span traditional simply-supported girder pier adjacent to it is as large as possible.The maximum temperature span of ballastless

关 键 词：无缝线路 钢轨伸缩调节器 多缝协同 大跨度桥梁 梁轨相互作用 

分 类 号：U213.9[交通运输工程—道路与铁道工程]