现代有轨电车小半径曲线桥桥墩横向刚度研究

谢铠泽; 赵佳; 赵维刚; 王新敏

doi:10.6052/j.issn.1000-4750.2021.08.0649

现代有轨电车小半径曲线桥桥墩横向刚度研究

doi: 10.6052/j.issn.1000-4750.2021.08.0649

谢铠泽^{1, 2, 3,},
赵佳^{2, 3, 4,},
赵维刚^{1, 2, 3, ,},
王新敏^{1, 2, 3,}

1.
石家庄铁道大学安全工程与应急管理学院，河北，石家庄 050043
2.
石家庄铁道大学大型结构健康诊断与控制研究所，河北，石家庄 050043
3.
基础设施安全与应急铁路行业重点实验室，河北，石家庄 050043
4.
石家庄铁道大学土木工程学院，河北，石家庄 050043

基金项目: 国家自然科学基金项目(52008272)；河北省省级科技计划项目(21317601D)；河北省自然科学基金项目(E2021210099)

详细信息

作者简介:
谢铠泽(1988−)，男，河南人，副教授，博士，硕导，主要从事特殊桥上无缝线路梁轨相互作用研究(E-mail: kzxie1988@stdu.edu.cn)

赵　佳(1989−)，男，河北人，博士生，主要从事轨道结构设计理论研究(E-mail: 18132622627@163.com)

王新敏(1963−)，男，河北人，教授，硕士，硕导，主要从事桥梁结构设计理论与施工控制研究(E-mail: wangxm@stdu.edu.cn)

通讯作者:
赵维刚(1973−)，男，陕西人，教授，博士，博导，院长，主要从事桥梁结构性能健康监测研究(E-mail: zhaoweig2002@163.com)

中图分类号: U239.5；U213.9
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- 文章访问数: 169
- HTML全文浏览量: 60
- PDF下载量: 33
- 被引次数: 0
出版历程
- 收稿日期: 2021-08-20
- 录用日期: 2021-12-14
- 修回日期: 2021-12-04
- 网络出版日期: 2021-12-14
- 刊出日期: 2023-02-01

RESEARCH ON LATERAL RIGIDITY OF SHARPLY CURVED BRIDGE PIER IN MODERN TRAM LINE

XIE Kai-ze^{1, 2, 3
,},
ZHAO Jia^{2, 3, 4
,},
ZHAO Wei-gang^{1, 2, 3
, ,},
WANG Xin-min^{1, 2, 3
,}

1.
School of Safety Engineering and Emergency Management, Shijiazhuang Tiedao University, Shijiazhuang, Hebei 050043, China
2.
Structure Health Monitoring and Control Institute, Shijiazhuang Tiedao University, Shijiazhuang, Hebei 050043, China
3.
Key Laboratory of Railway Industry for Infrastructure Safety and Emergency Response, Shijiazhuang, Hebei 050043, China
4.
School of Civil Engineering, Shijiazhuang Tiedao University, Shijiazhuang, Hebei 050043, China

摘要

摘要: 现代有轨电车小半径曲线桥梁桥墩横向刚度对线路的平顺性有重要影响。基于有限元法，建立曲线桥梁-无缝线路空间耦合作用计算模型，以某35 m+40 m+40 m+35 m曲线钢-混组合桥为例，分析了多种因素对轨向不平顺的影响。结果表明：曲线桥上无缝线路会因纵、横向梁轨耦合作用引起中长波的轨向不平顺；轨向不平顺幅值与桥墩纵向刚度、轨温变化幅度、扣件纵向阻力极限荷载正相关，与桥墩横向刚度、曲线半径、扣件纵向阻力弹塑性临界位移负相关，其中曲线半径影响最为显著；曲线半径从150 m增加至600 m，中点弦测法、矢距差法所确定的轨向不平顺幅值降幅均超过60%；确定了有轨电车常用跨度连续梁桥在不同曲线半径条件下对应的桥墩横向刚度限值，其中钢-混组合桥对应桥墩横向刚度限值是同等条件钢筋混凝土桥的1.2倍~2.0倍。建议曲线桥上无缝线路设计中优化锁定轨温，或采用小阻力扣件，可有效降低因梁轨相互作用引起的轨向不平顺幅值和桥墩横向刚度限值。
- 铁道工程 /
- 曲线桥 /
- 有限元方法 /
- 横向刚度 /
- 轨向不平顺 /
- 现代有轨电车
Abstract: The lateral rigidity of a sharply curved bridge (SCB) pier has an important impact on regularities of the track in modern tram lines. A spatial calculation model for SCB-CWR (continuous welded rail) interaction is established by the grounds of the finite element method. Taking the example of a curved steel-concrete composite bridge with spans of 35 m+40 m+40 m+35 m, the effects of different factors on TAI (track alignment irregularity) are analyzed. The results show that the coupling between longitudinal and lateral SCB-CWR interactions can cause middle and long wave TAI. The amplitude of TAI shows a positive correlation with longitudinal rigidity of a pier, with the variation range of rail temperature and, with the maximum force of fastener longitudinal resistance, but a negative correlation with lateral rigidity of a pier, with curve radius and, with the yield displacement of fastener longitudinal resistance. The most significant factor is curve radius. When the radius increases from 150 m to 600 m, the amplitudes of TAI determined by the mid-chord offset method and by the differential offset method reduce by more than 60%. The lateral rigidity thresholds of piers for common curved continuous beam bridges in modern tram lines are ascertained respectively. The thresholds of steel-concrete composite bridges are 1.2~2.0 times greater than that of reinforced concrete bridges. Optimizing design stress-free rail temperature or using small resistance fastener which can effectively reduce the amplitude of TAI and the lateral rigidity thresholds of piers are recommended to be applied during the design of CWR on SCB.
- railway engineering /
- curved bridge /
- finite element method /
- lateral rigidity /
- track alignment irregularity /
- modern tram

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图 1 曲线桥上空间梁轨相互作用力学模型

Figure 1. Mechanical model of spatial bridge-track interaction on curved bridge

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图 2 桥梁与支座布置

Figure 2. Layout of bridges and bearing arrangement

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图 3 有限元模型

Figure 3. Finite element model

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图 4 结果对比

Figure 4. Comparison of results

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图 5 轨向不平顺测量原理

Figure 5. Measurement principle of TAI

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图 6 结果对比

Figure 6. Comparison of results

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图 7 轨向不平顺

Figure 7. Track alignment irregularity (TAI)

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图 8 桥墩纵向水平刚度的影响

Figure 8. Influence of longitudinal rigidity of pier

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图 9 桥墩横向水平刚度的影响

Figure 9. Influence of lateral rigidity of piers

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图 10 轨温的影响

Figure 10. Influence of rail temperature

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图 11 曲线半径的影响

Figure 11. Influence of curve radius

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图 12 钢轨横向位移

Figure 12. Lateral displacement of rail

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图 13 钢轨伸缩力幅值

Figure 13. Amplitude of rail expansion force

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图 14 轨向不平顺(扣件纵向阻力)

Figure 14. TAI (fastener longitudinal resistance)

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图 15 轨向不平顺(扣件横向刚度)

Figure 15. TAI (lateral rigidity of fastener)

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表 1 轨向不平顺容许偏差

Table 1. Allowable deviation of TAI

测试方法	容许偏差/mm	备注
中点弦测法	2	2L_b=10 m
矢距差法	2	L=30 m、l=5 m
矢距差法	10	L=300 m、l=150 m

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表 2 桥墩横向刚度限值

Table 2. lateral rigidity thresholds of piers

曲线半径/ m	横向刚度/(kN/cm)
	35 m+40 m+40 m+35 m		30 m+30 m+30 m+30 m		30 m+30 m+30 m
	混	钢	混凝土	钢	混凝土	钢
150	2150	−	1280	1970	1020	1740
250	1110	2230	800	1000	510	780
350	730	920	460	610	340	500
450	550	660	360	460	270	410
注：“−”表示刚度超过3000 kN/cm。

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