| 客货共线无砟轨道钢轨支点压力时程特性分析方法 |
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| 引用本文： | 任娟娟,闫亚飞,胡华锋,邓世杰,凤翔.客货共线无砟轨道钢轨支点压力时程特性分析方法[J].交通运输工程学报,2019,19(2):82-91. |
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| 作者姓名： | 任娟娟 闫亚飞 胡华锋 邓世杰 凤翔 |
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| 作者单位： | 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;西南交通大学土木工程学院,四川成都 610031;中国铁路总公司科技和信息化部,北京,100844 |
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| 基金项目： | 国家自然科学基金项目51578472国家自然科学基金项目U1434208中国铁路总公司科技研究开发计划项目2015G001-F |
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| 摘 要： | 采用Tekscan压力测量系统现场测试了遂宁—重庆客货共线无砟轨道钢轨支点压力, 提出了高斯函数型钢轨支点压力时程表达式, 并通过现场实测数据对其进行验证; 根据钢轨支点压力时程表达式, 采用时序式加载法对轨道结构模型施加荷载, 并将其动力响应结果分别与车辆-轨道-路基垂向耦合振动模型的计算结果和现场实测结果进行对比。研究结果表明: 现场实测客货车对钢轨支点的最大压力分别为29.91和82.49 kN, 与中国铁道科学研究院测试结果的相对误差小于20%, 故Tekscan压力测量系统可精确测试钢轨支点压力; 高斯函数拟合所得客货车对钢轨支点压力的时程曲线与实测曲线的相关系数分别为0.962 7和0.966 7, 最大压力与现场实测值的相对差异分别为5.15%和0.46%, 最小压力与现场实测值的相对差异分别为7.23%和24.11%, 故采用高斯函数能较好地模拟客货车对钢轨支点压力的时程曲线, 且货车作用下钢轨支点压力时程的模拟精度略高于客车; 基于时序式加载法的荷载激励-轨道-路基模型计算结果与车辆-轨道-路基垂向耦合振动模型计算结果和现场测试结果相比, 轨道板最大位移相对差异分别为5.41%和2.70%, 底座板最大位移相对差异分别为2.86%和5.71%, 轨道板最大加速度相对差异分别为14.00%和23.20%, 底座板最大加速度相对差异分别为13.61%和8.73%。可见, 基于时序式加载法和高斯函数型钢轨支点压力时程表达式的荷载激励-轨道-路基模型可靠, 该方法无需建立车体模型, 既能保证计算效率, 又具有很高的精度。
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| 关 键 词： | 铁道工程 无砟轨道 客货共线 现场测试 钢轨支点压力 时程特性 时序式加载 |
| 收稿时间： | 2018-10-10 |
Analysis method on time-history characteristics of rail supporting force for mixed passenger and freight railway with ballastless track |
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| REN Juan-juan,YAN Ya-fei,HU Hua-feng,DENG Shi-jie,FENG Xiang.Analysis method on time-history characteristics of rail supporting force for mixed passenger and freight railway with ballastless track[J].Journal of Traffic and Transportation Engineering,2019,19(2):82-91. |
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| Authors: | REN Juan-juan YAN Ya-fei HU Hua-feng DENG Shi-jie FENG Xiang |
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| Affiliation: | 1.Key Laboratory of High-Speed Railway Engineering of Ministry of Education, Southwest Jiaotong University, Chengdu 610031, Sichuan, China2.School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, Sichuan, China3.Science and Technology Management Department China Railway, Beijing 100844, China |
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| Abstract: | The rail supporting force for mixed passenger and freight railway with ballastless track in the Suining to Chongqing Railway was tested on site by the Tekscan pressure measurement system. A Gaussian function type time-history expression of rail supporting force was proposed and verified by the field test data. According to the time-history expression of rail supporting force, the loads were applied to the track structure model through the sequential loading method, and the dynamic response results were compared with those obtained from the vehicle-track-subgrade vertical coupling vibration model and the field test. Research result shows that the maximum field measured rail supporting forces of passenger and freight train are 29.91 and 82.49 kN, respectively. The relative differences are less than 20% in comparison with the test result obtained by the China Academy of Railway Sciences. Therefore, the Tekscan pressure measurement system can accurately measure the rail supporting force. For the passenger and freight train, the correlation coefficients of rail supporting force time-history curves fitted by the Gaussian function and the field measured curves are 0.962 7 and 0.966 7, respectively. The relative differences between the fitted maximum rail supporting forces and the field measured values are 5.15% and 0.46%, respectively, and the relative differences between the fitted minimum rail supporting forces and the field measured values are 7.23% and 24.11%, respectively. Therefore, the Gaussian function can well simulate the time-history curves of rail supporting force under the actions of passenger and freight trains, and the simulation accuracy to freight train is slightly higher than to passenger train. Compared with the results of vehicle-track-subgrade vertical coupling vibration model and field test, the relative differences of the maximum displacements of track slab obtained from the load excitation-track-subgrade model based on the sequential loading method are 5.41% and 2.70%, respectively, the relative differences of the maximum displacements of base plate are 2.86% and 5.71%, respectively, the relative differences of the maximum acceleration of track slab are 14.00% and 23.20%, respectively, and the relative differences of the maximum accelerations of base plate are 13.61% and 8.73%, respectively. Therefore, the load excitation-track-subgrade model based on the sequential loading method and the Gaussian function type time-history expression of rail supporting force is reliable. This method does not need to establish the car body model, and not only ensure the calculation efficiency, but also have a very high accuracy. |
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