高速铁路大跨桥无砟轨道不平顺管理波长及施工误差研究

西安至延安高铁王家河特大桥采用(124+248+124) m刚构连续梁拱结构,铺设CRTS双块式无砟轨道,为我国高铁铺设无砟轨道大跨度桥梁。为确保时速350 km列车通过的安全性、舒适性,结合王家河桥建立有限元车-线-桥耦合动力学仿真模型,利用频谱分析方法,研究不同时速下高低不平顺波长与车辆动力学指标的关系。针对长波不平顺管理波长,200 km/h时建议大于70 m、250 km/h时建议大于85 m、300 km/h时建议大于100 m、350 km/h时建议大于115 m。鉴于实际施工过程中桥梁、轨道的施工误差,运营过程中基础沉降、梁体混凝土徐变等因素对线路线形的影响,通过动力学指标分析,给出钢轨面允许误差限值。研究结论确保建设项目的顺利实施,完善了我国大跨度桥梁无砟轨道铺设技术。

Research on Management Wavelength and Construction Error of Ballastless Track Irregularity of Long-span Bridge of High-speed Railway

The Wangjiahe Bridge on Xi’an-Yan’an high-speed railway adopts(124+248+124) m rigid frame continuous beam-arch structure with CRTS double-block ballastless track and is a long-span high-speed railway bridge with ballastless track in China. In order to ensure the safety and comfort of the 350 km/h train, a finite element vehicle-line-bridge coupling dynamic simulation model is established based on Wangjiahe Bridge. The relationship between high and low irregularity wavelengths and vehicle dynamics indexes at different speeds is studied by using spectrum analysis method. For the long wave irregularity management wavelength, it is recommended to be greater than 70 m at 200 km/h, greater than 85 m at 250 km/h, greater than at 100 m 300 km/h, and greater than 115 m at 350 km/h. In view of the construction errors of bridges and rails and the influence of foundation settlement and concrete creep of beams on the alignment of rails during operation, allowable error limits of rail surface are given through dynamic index analysis. The research conclusion ensures smooth implementation of the construction project and improves ballastless track laying technology of long-span bridges in China.