CN110807226A - Matching optimization method for telescopic sleeper lifting device and track structure of high-speed railway bridge - Google Patents

Abstract

The invention provides a matching optimization method of a high-speed railway bridge telescopic sleeper lifting device and a track structure, which belongs to the technical field of high-speed railway track design construction, and comprises the steps of determining the number of sliding steel sleepers, the cross section sizes of fixed steel sleepers, sliding steel sleepers, steel longitudinal beams, the rigidity parameters of the sliding steel sleepers and the rigidity parameters of the fixed steel sleepers; based on a finite element method, an integrated space mechanics model of a vehicle-track structure-bridge beam seam-telescopic pillow lifting device is constructed, the dynamic response and the structural strength stability of the telescopic pillow lifting device are calculated and analyzed, and a matching scheme is obtained. The invention determines the reasonable structure type of the beam-end telescopic structure, judges whether each parameter of the telescopic pillow lifting device is reasonable or not, improves the service performance of the telescopic pillow lifting device, provides reliable basis for laying the telescopic pillow lifting device on the high-speed railway bridge, provides powerful guarantee for faster and better construction and development of the high-speed railway on the long-span bridge, and has important theoretical and practical significance.

Description

Matching optimization method of telescopic sleeper lifting device and track structure of high-speed railway bridge

technical field

The invention relates to the technical field of high-speed railway bridge design and construction, in particular to a matching optimization method between a telescopic sleeper lifting device of a high-speed railway bridge and a track structure.

Background technique

In long bridges, due to factors such as temperature expansion, train braking, etc., the change of beam joints is usually large, which leads to the excessively large distance between the rail supports at the beam end, causing the inconsistency between the rail stiffness at the beam end and the interval rail stiffness, resulting in uneven local rail stiffness. For the unevenness of the track caused by the excessive distance between the end rails, the uneven transition of the stiffness of the line, the misalignment of the beam end, the pull-up of the beam end gusset, etc., need to be installed at the beam end to improve the beam end track. stress state.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a matching optimization method between the telescopic sleeper lifting device of a high-speed railway bridge and the track structure, so as to solve at least one technical problem existing in the above-mentioned background technology.

In order to achieve the above object, the present invention has adopted the following technical solutions:

The invention provides a method for optimizing the matching between a telescopic sleeper lifting device of a high-speed railway bridge and a track structure, comprising the following process steps: determining the number of sliding steel sleepers; determining the cross-sectional dimensions of fixed steel sleepers, sliding steel sleepers and steel longitudinal beams; determining stiffness parameters of sliding steel sleepers; determine stiffness parameters of fixed steel sleepers;

Based on the finite element method, the vehicle is constructed by combining the number of sliding steel sleepers, the section size of the fixed steel sleeper, the surface size of the sliding steel sleeper, the section size of the steel longitudinal beam, the stiffness parameters of the sliding steel sleeper and the stiffness parameters of the fixed steel sleeper. -Integrated space mechanics model of track structure-bridge beam joints-telescopic sleeper lifting device; wherein, the space mechanics model includes a space coupled static model and a space coupled dynamic model;

According to the integrated spatial mechanics model, the dynamic response and structural strength stability of the telescopic pillow lift device are calculated and analyzed to obtain a matching scheme.

Preferably, determining the number of sliding steel sleepers includes: the interval between the first beam end and the second beam end at neutral temperature is _L , the distance between the first beam end and the second beam end is L, and the first beam end and the second beam end are L. The shortening of the end is L _shrink , the elongation is L _extension , the width of the sliding steel sleeper is L _sleep , the spacing of the sliding steel sleeper is L _spacing , the horizontal distance from the center of the fixed steel sleeper to the edge of the beam seam is L _seam , then the sliding steel sleeper is L. The number n of pillows satisfies the following constraints:

L=L _spacing ×(n+1)-2×L _slit

L _{pillow≤L spacing≤650mm}

L _solid- L _{extension≤L≤L solid} +L _shrinkage ,

Then the calculation formula of the number n of sliding steel sleepers is:

Preferably, the stiffness parameters of the sliding steel sleeper include: the lateral stiffness between the sliding steel sleeper and the connecting bolts of the steel longitudinal beam, the vertical stiffness between the sliding steel sleeper and the connecting bolts of the steel longitudinal beam, the sliding steel sleeper and the gusset plate The lateral stiffness between the sliding steel sleeper and the gusset plate is the vertical stiffness.

Preferably, the stiffness parameters of the fixed steel sleeper include: the lateral stiffness between the connecting bolts for the fixed steel sleeper and the steel longitudinal beam, the longitudinal stiffness between the connecting bolts for the fixed steel sleeper and the steel longitudinal beam, the longitudinal stiffness between the fixed steel sleeper and the steel longitudinal beam, the fixed steel sleeper and the steel longitudinal beam The vertical stiffness between the connecting bolts, the longitudinal stiffness between the fixed steel sleeper and the rail, the lateral stiffness between the fixed steel sleeper and the rail, and the vertical stiffness between the fixed steel sleeper and the gusset.

Preferably, constructing an integrated spatial mechanics model includes: the vehicle is a multi-degree-of-freedom vibration system composed of a vehicle body, a bogie, a wheelset and a spring-damper suspension system device; The rigid body element is used for simulation; the spring-damper suspension system device is simulated by the spring damping element; the rail is simulated by the solid element, and the model is modeled according to the actual rail section size. For vertical deformation, the measured rail irregularity is imposed by offsetting the rail section; the rail and the sleeper, the fixed steel sleeper and the sliding steel sleeper are connected by a gusset plate, and the gusset plate is simulated by a spring damping unit, combined with the longitudinal direction of the gusset plate. The resistance, lateral stiffness and vertical stiffness, the resistance and stiffness of the gusset plate are selected according to the measured values; for the ballast track, the ballast bed, sleeper, fixed steel sleeper, and sliding steel sleeper are all simulated by solid elements, and the space between the sleeper and the ballast bed is simulated by solid elements. Binding contact; solid element simulation is also used for ballastless track base plate, self-compacting concrete, and track slab; the telescopic sleeper device is located at the beam joint between the first beam end and the second beam end, including steel longitudinal beams, fixed Steel sleepers, sliding steel sleepers, connecting bolts and gussets between steel longitudinal beams and fixed steel sleepers, and connecting bolts and gussets between sliding steel sleepers and steel longitudinal beams;

Among them, the steel longitudinal beam, the fixed steel sleeper and the sliding steel sleeper are simulated by solid elements according to the actual size. The connecting bolts and gussets between the sliding steel sleeper and the steel longitudinal beam are simulated by horizontal and vertical springs. The steel sleeper can slide freely. The connecting bolts and gussets between the two fixed steel sleepers at the first beam end and one end of the steel longitudinal beam are simulated by longitudinal, horizontal and vertical springs. The two fixed steel sleepers at the second beam end are The connecting bolts and gussets between the other ends of the steel longitudinal beams are simulated by horizontal and vertical springs, and the steel longitudinal beams can move freely on the fixed steel sleepers at the second beam end in the longitudinal direction.

Preferably, the calculation and analysis of the dynamic response of the telescopic sleeper lifting device according to the integrated spatial mechanics model includes: the dynamic response at different driving speeds, including the vertical displacement of the beam-span mid-span steel rail and the sliding steel sleeper, the wheel-rail Lateral force, wheel-rail vertical force, derailment coefficient, wheel weight reduction rate, car body lateral acceleration, car body vertical acceleration, Sperling index; dynamic response under different beam gap width conditions, including beam gap mid-span rail and Vertical displacement of sliding steel sleeper, lateral force of wheel and rail, vertical force of wheel and rail, derailment coefficient, wheel load reduction rate, lateral acceleration of car body, vertical acceleration of car body, Sperling index.

Preferably, calculating and analyzing the structural strength stability of the telescopic sleeper lifter according to the integrated spatial mechanics model includes: checking and calculating the stability index under different working conditions, wherein the stability index includes the maximum vertical height of the steel longitudinal beam. Displacement, maximum lateral displacement of steel longitudinal beam, maximum stress of steel longitudinal beam, maximum vertical displacement of steel rail, maximum lateral displacement of steel rail, maximum stress of steel rail, maximum vertical displacement of sliding steel sleeper, maximum lateral displacement of sliding steel sleeper, maximum sliding steel sleeper stress.

Preferably, the working conditions include:

Condition 1: The structure only bears a vertical load of 250kN;

Condition 2: The structure only bears a lateral horizontal load of 100kN;

Condition 3: The structure only bears the vertical displacement difference of the fulcrum of the beam end of 1mm;

Condition 4: The structure bears vertical load, horizontal load and vertical displacement difference of beam end fulcrum at the same time.

The beneficial effects of the invention are as follows: the reasonable structural type of the beam end telescopic structure is determined, and whether the values of the parameters of the beam end telescopic pillow-lifting device are reasonable, thereby improving the structural use performance of the telescopic pillow-retracting device, and determining the overall structural type of the beam end telescopic structure and The detailed structure plan provides a reliable basis for the laying of the telescopic sleeper lifting device on the high-speed railway bridge, makes up for the deficiencies in this aspect, and provides a strong guarantee for the faster and better construction and development of the high-speed railway on the long-span bridge, which has important theory and reality. significance.

Additional aspects and advantages of the present invention will be set forth in part in the following description, which will be apparent from the following description, or may be learned by practice of the present invention.

Description of drawings

In order to illustrate the technical solutions of the embodiments of the present invention more clearly, the following briefly introduces the accompanying drawings used in the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can also be obtained from these drawings without any creative effort.

FIG. 1 is a flowchart of a method for optimizing the matching of a telescopic sleeper lifting device on a high-speed railway bridge and a track structure according to an embodiment of the present invention.

FIG. 2 is a schematic diagram of a model of a beam end telescopic pillow lifting device according to an embodiment of the present invention.

FIG. 3 is a schematic diagram of the vertical displacement deformation curve of the rail before the telescopic sleeper is not provided according to the embodiment of the present invention.

FIG. 4 is a schematic diagram of the time-history curve of the wheel-rail force before the telescopic sleeper is not provided according to the embodiment of the present invention.

FIG. 5 is a time-history curve diagram of the derailment coefficient and the wheel load reduction rate before the telescopic pillow is not provided according to the embodiment of the present invention.

FIG. 6 is a schematic diagram of the arrangement of the telescopic pillow raising device according to the embodiment of the present invention.

7 is a schematic diagram of the design dimensions of the steel longitudinal beam and the sliding steel sleeper according to the embodiment of the present invention.

FIG. 8 is a schematic diagram of the dynamic response of the beam end telescopic sleeper lifting device according to the embodiment of the present invention.

FIG. 9 is a schematic diagram of the dynamic response of the track structure in the beam-slit region according to the embodiment of the present invention.

10 is a schematic diagram of the dynamic response of the track structure and the vehicle when the train load passes through the bridge at a speed of 250 km/h according to the embodiment of the present invention.

FIG. 11 is a schematic diagram of the derailment coefficient and the wheel load reduction rate when the train runs on the side span bridge at 250 km/h according to the embodiment of the present invention.

FIG. 12 is a schematic diagram of the vehicle body acceleration when the train according to the embodiment of the present invention runs on the side span bridge at 250 km/h.

FIG. 13 is a schematic diagram of the structural dynamic response when different train speeds pass through the beam joint according to the embodiment of the present invention.

FIG. 14 is a schematic diagram of a driving safety indicator according to an embodiment of the present invention.

FIG. 15 is a schematic diagram of a driving comfort index according to an embodiment of the present invention.

16 is a schematic diagram of the structural dynamic response of the train according to the embodiment of the present invention when the train passes through different beam gap widths at 250 km/h.

Among them: 1—gusset plate; 2—fixed end of steel longitudinal beam; 3—steel longitudinal beam; 4—first beam end; 5—second beam end; 6—steel rail; 7—steel longitudinal beam movable end; 8—fixed Steel sleeper; 9—Sliding steel sleeper.

Detailed ways

The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but not to be construed as a limitation of the present invention.

It will be understood by those skilled in the art that the singular forms "a", "an", "the" and "the" as used herein can include the plural forms as well, unless expressly stated otherwise. It should be further understood that the word "comprising" used in the description of the present invention refers to the presence of stated features, integers, steps, operations, elements and/or modules, but does not exclude the presence or addition of one or more other features, Integers, steps, operations, elements, modules and/or groups thereof.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art and, unless defined as herein, are not to be taken in an idealized or overly formal sense. explain.

In order to facilitate the understanding of the embodiments of the present invention, the following will take specific embodiments as examples for further explanation and description in conjunction with the accompanying drawings, and the embodiments do not constitute limitations to the embodiments of the present invention.

It should be understood by those of ordinary skill in the art that the accompanying drawings are only schematic diagrams of one embodiment, and the components or devices in the accompanying drawings are not necessarily necessary for implementing the present invention.

Example

As shown in FIG. 1 , Embodiment 1 of the present invention provides a matching design method for a telescopic sleeper lifter on a high-speed railway bridge and a track structure, and uses ABAQUS software to establish an integrated spatial coupling of vehicle-track structure-bridge beam joints-expandable sleeper lifter Static and dynamic models. The model takes into account the effects of vehicles, rails, gussets, ballast beds, sliding steel sleepers, steel longitudinal beams, crimping parts, bridges and other structures as well as high-speed vehicles. The structural dynamic responses such as lateral and vertical forces, vertical and lateral accelerations of the car body are calculated, and the forces and deformations of the detailed structures of the track and bridge are obtained.

As shown in FIG. 2 , the telescopic sleeper lifting device on the bridge is arranged at the girder end of the long-span bridge, and the telescopic sleeper lifting device on the bridge includes a plurality of mutually adjacent first beam ends 4 and second beam ends 5 arranged on the bridge The parallel sliding steel sleepers 9, the beam ends of the first beam end and the second beam end 5 are respectively provided with two fixed steel sleepers 8 and supporting structures of the sliding steel sleepers 9-steel longitudinal beam 3, under the steel longitudinal beam 3 The rigidity adjustment pad, the connecting bolts and gussets between the sliding steel sleeper 9 and the steel longitudinal beam 3, the connecting bolts and the gusseting plate 1 between the steel longitudinal beam and the fixed steel sleeper, and the sleeper distance adjustment connecting rod.

The ends of the first beam end and the second beam end are respectively provided with two fixed steel sleepers, and the centerline distance between the two steel sleepers is 0.6m. One end of the steel longitudinal beam and the two steel sleepers at the first beam end are fixed by connecting bolts. The other end and the two steel sleepers at the second beam end are connected by gusset plates, and the steel sleeper on the second beam end can produce a large relative displacement in the longitudinal direction with the steel longitudinal beam; the steel longitudinal beam is located in the midspan of the beam joint. It is connected with the sliding steel sleeper by connecting bolts and gussets; the sliding steel sleeper and the rail are connected through the gussets;

a link mechanism, which is located on the outer side of the steel sleeper and is connected to the ends of each of the sliding steel sleepers and the ends of the two fixed steel sleepers arranged adjacent to the steel sleepers, the link mechanism It consists of a plurality of rhombic quadrilateral structures connected in series.

The quadrilateral structure is composed of four connecting rods of equal length that are slidingly connected end to end in sequence, between the two adjacent sliding steel sleepers, and between the sliding steel sleepers and the sliding steel sleepers. The steel sleepers are respectively connected through two diagonal ends of one of the quadrilateral structures.

The ABAQUS software is used to simulate the high-speed vehicle, the seamless track structure of the track with/without ballast on the bridge, and the structure of the telescopic sleeper lifting device. The number of sliding steel sleepers of the telescopic sleeper lifting device is designed according to the actual structural characteristics and stress deformation characteristics of high-speed railway bridges; The size of the design; according to the characteristics of the track structure and the stress deformation characteristics of the high-speed railway bridge, the horizontal and vertical stiffness of the connecting bolts and the gusset plate between the sliding steel sleeper and the steel longitudinal beam are designed; according to the track structure characteristics and the stress deformation characteristics of the high-speed railway bridge Features: Design the longitudinal, transverse and vertical stiffness of the connecting bolts and the gusset plate between the fixed steel sleeper and the steel longitudinal beam; use the ABAQUS software to carry out the dynamic check analysis of the expansion device under complex driving conditions; use the ABAQUS software to analyze the structure of the expansion device Strength and stability statics check analysis.

ABAQUS is used to establish the integrated spatial coupling static and dynamic model of vehicle-track structure-bridge beam joint-retractable sleeper lifting device. Modeling objects include vehicles, rails, gussets, ballast beds, sliding steel sleepers, fixed steel sleepers, steel longitudinal beams, buckles, and bridges.

In the model, the vehicle is a multi-degree-of-freedom vibration system consisting of body, bogie, wheelset and spring-damper suspension system. The car body, bogie and wheelset are simulated by rigid body elements according to the actual size; the spring-damper suspension system device is simulated by spring damping elements.

The rail is simulated by solid element, modeled according to the actual rail section size, and the grid is longitudinally sized according to 0.1m, and the measured rail irregularity is imposed by offsetting the rail section. to deformation.

The rails and sleepers, fixed steel sleepers and sliding steel sleepers are connected by gusset plates, and the gusset plate is simulated by a spring damping unit, which fully considers the longitudinal resistance, lateral stiffness and vertical stiffness of the gusset plate. The resistance and stiffness of the gusset plate are based on actual measurements. take value;

The ballast bed structure is laid continuously within the whole bridge. For ballasted track, the ballast bed, sleeper, fixed steel sleeper and sliding steel sleeper are all simulated by solid units, and the binding contact between the sleeper and the ballast bed is adopted; for the ballastless track base plate, automatic Dense concrete and track slab are also simulated by solid elements, and the geometric dimensions and physical properties of each part of the structure are fully considered; bridges are simulated by solid elements and modeled according to the actual section properties; Tie is used for connection between the track bed and the bridge;

The telescopic device is located at the beam joint between the first beam end and the second beam end, and mainly includes steel longitudinal beams, fixed steel sleepers, sliding steel sleepers, connecting bolts and gussets between the steel longitudinal beams and the fixed steel sleepers, sliding steel sleepers Connecting bolts and gussets between sleepers and steel longitudinal beams;

Among them, the steel longitudinal beam, fixed steel sleeper and sliding steel sleeper are simulated by solid elements according to the actual size. The connecting bolts and gussets between the sliding steel sleeper and the steel longitudinal beam are simulated by horizontal and vertical springs. The steel longitudinal beam and the sliding steel sleeper can slide freely in the longitudinal direction. The two fixed steel sleepers located at the end of the first beam and one end of the steel longitudinal beam The connecting bolts and gussets between the two are simulated by longitudinal, horizontal and vertical springs, and the connecting bolts and gussets between the two fixed steel sleepers at the second beam end and the other end of the steel longitudinal beam are simulated by horizontal and vertical springs. The longitudinal beam is free to move longitudinally on the fixed steel sleeper at the second beam end.

When analyzing the dynamic response of the telescopic device under complex driving conditions, the integrated space coupling dynamic model of the vehicle-track structure-bridge beam joint-expansion sleeper lifting device is applied, and the following results can be obtained through the calculation of the model:

The dynamic response of the telescopic device under different driving speeds, including the vertical displacement of the beam-span mid-span steel rail and the steel sleeper, the lateral force of the wheel-rail, the vertical force of the wheel-rail, the derailment coefficient, the wheel weight reduction rate, the lateral acceleration of the vehicle body, Body vertical acceleration, Sperling index.

The dynamic response of the expansion device under the condition of different beam gap widths, including the vertical displacement of the steel rail and the steel sleeper in the middle of the beam gap, the lateral force of the wheel and rail, the vertical force of the wheel and rail, the derailment coefficient, the wheel load reduction rate, the lateral force of the car body Acceleration, body vertical acceleration, Sperling index.

When checking the structural strength and stability of the telescopic device, the integrated spatial coupling statics model of the vehicle-track structure-bridge beam joint-extension sleeper lifting device is used, and the following four working conditions can be calculated by using the modified model: Working condition 1 : The structure only bears a vertical load of 250kN; Case 2: The structure only bears a lateral horizontal load of 100kN; And the vertical displacement difference of the beam end fulcrum (vertical 1mm).

Check and calculate the following indicators for the above four working conditions: maximum vertical displacement of steel longitudinal beam, maximum lateral displacement of steel longitudinal beam, maximum stress of steel longitudinal beam, maximum vertical displacement of steel rail, maximum lateral displacement of steel rail, maximum stress of steel rail, sliding Maximum vertical displacement of steel sleeper, maximum lateral displacement of sliding steel sleeper, maximum stress of sliding steel sleeper.

Example 2

Embodiment 2 of the present invention provides a design method for matching a telescopic sleeper lifting device on a high-speed railway bridge with a track structure. Embodiment 2 of the present invention is designed by taking the telescopic sleeper lifting device at the end of a steel truss girder bridge with a main girder span of 1428 m as an example. Known: steel truss bridge bridge with 5-span steel truss girder whose main girder length is (84+84+1092+84+84) m, and steel truss girder whose side span is (57.2×4) m; For the ballast track, the steel rail adopts 60kg/m rail, and the gusset plate adopts the elastic strip VI constant resistance gusset plate, the design speed is 250km/h, and the train axle load is 17t; the interval between the first beam end and the second beam end at neutral temperature is 1.2m, Considering the most unfavorable temperature difference in history, the expansion and contraction of the first beam end of the steel truss main girder will reach ±600mm, that is, the distance between the first beam end and the second beam end can reach 1800mm under the lowest beam temperature condition, and the third beam end under the highest beam temperature condition can reach 1800mm. The distance between one beam end and the second beam end is only 600mm.

The ABAQUS software is used to simulate the seamless line structure of high-speed vehicles and ballasted tracks on bridges, and the integrated spatial coupling static and dynamic model of vehicle-track structure-bridge beam joints-expandable sleeper lifting device is established. The roadbed is 30m long, and the model is 285.2m long.

When the structure is not equipped with a telescopic sleeper lifting device, it is considered that the train travels on the side span of the bridge at a speed of 250km/h. , the vertical displacement curve of the rail is shown in Figure 3. Among them, Figure 3(a) is the vertical displacement curve of the bridge pier top of the second span, and Figure 3(b) is the vertical displacement curve of the beam joint span.

It can be seen from Figure 3 that the vertical displacement of the rails is 2.37mm when the train travels on the common section of the bridge, and when the train travels to the mid-span of the beam joint, the vertical displacement of the rail is 5.04mm, that is, the vertical displacement of the rail at the beam joint is 5.04mm. The rails have large structural irregularities.

FIG. 4 is a time-history curve diagram of the wheel-rail force when the vehicle is running on the bridge. Among them, Fig. 4(a) is a time-history curve diagram of the vertical force of the wheel-rail, and Fig. 4(b) is a time-history curve diagram of the lateral force of the wheel-rail. It can be seen from Figure 4 that the wheel-rail vertical force of the wheel fluctuates around 85kN, and the wheel-rail lateral force of the vehicle fluctuates up and down at 7.5kN. When the train runs to the beam joint, the wheel-rail vertical force and the wheel-rail lateral force are both. There were large fluctuations. The maximum lateral (vertical) force of the wheel and rail was 12.38kN (136.74kN), and the minimum lateral (vertical) force was 1.99kN (28.00kN), and the wheel had a serious load shedding phenomenon.

Figure 5 is a time-history curve diagram of derailment coefficient and wheel load reduction rate. Among them, Fig. 5(a) is a time-history curve diagram of the derailment coefficient, and Fig. 5(b) is a time-history curve diagram of the wheel load reduction rate. It can be seen from Figure 5 that the peak value of the derailment coefficient is 0.094; the peak value of the wheel load reduction rate is 0.71, which has exceeded the specification limit of 0.6 in the "Code for Design of High-speed Railway", and the safety of driving is threatened.

The above analysis shows that if there is no telescopic sleeper lifting device at the girder end of the main beam, the vertical deformation of the rail at the beam joint will be large, the wheel-rail force of the vehicle track structure will fluctuate violently, and the wheel load reduction rate of the vehicle will exceed the limit. However, there is a risk of overturning, so it should be considered to install a telescopic pillow lifting device at the beam end.

Example 3

Embodiment 3 of the present invention provides a design method for matching a telescopic sleeper lifting device on a high-speed railway bridge with a track structure. According to the "Code for Design of High-speed Railway" and the layout of the actual bridge, determine the number of sliding steel sleepers. The distance between the track gussets in the ballasted area on the main line of the bridge deck is 600mm, and the distance between the track gussets in the ballast-free area at the beam end should not be greater than 650mm. . Considering that the section width of the steel sliding sleeper is 200mm, and the design expansion and contraction amount is +600mm/-600mm, the number of sleepers of the expansion device is determined according to the "Code for Design of High-speed Railway". The schematic diagram of the layout of the expansion device is shown in Figure 6. Among them, Fig. 6(a) is a schematic diagram of the arrangement of the steel sleeper under the lowest temperature condition, and Fig. 6(b) is a schematic diagram of the arrangement of the steel sleeper under the highest temperature condition.

Combined with the design requirements, the interval between the first beam end and the second beam end at neutral temperature is set as L _solid (mm), the design shortening of the first beam end and the second beam end is L _shrinkage (mm), and the design elongation is L _extension (mm), the distance between the first beam end and the second beam end is L (mm), the width of the sliding steel sleeper is L _sleeper (mm), the spacing of the sliding steel sleeper is L _spacing (mm), fixed The horizontal distance from the center of the steel sleeper to the edge of the beam seam is L _seam (mm). Assuming that the number of sliding sleepers is n, the following equation relationship exists between the above variables from Figure 9:

L=L _spacing ×(n+1)-2×L _slit (1)

According to the specification, the L _spacing should meet the following conditions:

L _{pillow≤L spacing≤650mm} (2)

The conditions that the bridge gap L should meet are:

L _solid- L _{extension≤L≤L solid} +L _shrinkage , (3)

Considering the most unfavorable conditions, when the beam gap is the smallest, the sleeper moment is exactly the sleeper width L _sleeper ; when the beam gap is the largest, the sleeper spacing is 600mm.

Combining the above formulas, the calculation formula of the number n of the sliding sleepers that should be set can be obtained as follows

From the bridge design data, it is known that the distance between the first girder end and the second girder end of the main girder is 1200mm under neutral temperature conditions, the design expansion and contraction of the main girder girder joint is ±600mm, the length of the L _joint is 300mm, and the sleeper The width is taken as 200mm, and 2.8≤n≤3 is obtained by substituting the above formula. Consider adding 3 sliding steel sleepers at the beam joints to form 4 variable sleeper seams. The center distance of the steel sleepers varies from 600mm to 300mm. The net distance is 450mm~0mm, the corresponding neutralization temperature (L = _1200mm ) at this time, the distance between the sliding sleepers is 450mm, and the maximum center distance of the sleepers meets the requirements of the relevant specifications.

Example 4

Embodiment 4 of the present invention provides a matching design method for a telescopic sleeper lift device on a high-speed railway bridge and a track structure, and calculates the reasonable stiffness of the telescopic withholding member.

The section width of the sliding steel sleeper is 200mm. When the maximum beam joint is 1800mm, the sleeper spacing is 600mm. When the beam joint minimum is 600mm, the sleeper spacing is 300mm (that is, 3 sliding steel sleepers are longitudinally attached together). The heights are respectively 200mm and 300mm; the steel longitudinal beams are connected with the sleepers by means of bearing supports, the upper and lower flanges of the steel longitudinal beams are 200mm wide, 200mm high, 80mm thick, 40mm thick, and 40mm thick. 60mm, the length is 3.6m; the stiffness value of the gusset plate connecting the rail and the sliding steel sleeper is the same as the stiffness value of the gusset plate of the ballastless track in ordinary sections, that is, the vertical static stiffness is 40kN/mm; one end of the steel longitudinal beam and the first beam end The two steel sleepers above are fixed by connecting bolts and gussets in the longitudinal, transverse and vertical directions, and the vertical stiffness of the bearing support is 160kN/mm, 240kN/mm, 320kN/mm according to the relevant literature. , the lateral stiffness is 120kN/mm; the longitudinal free, lateral and vertical support methods and parameters at the other end of the steel longitudinal beam are the same as the fixed bearing end. The vertical stiffness of the fulcrum support of the sliding steel sleeper is 240kN/mm, 480kN/mm, and 720kN/mm, and it can slide freely in the longitudinal direction.

Because the beam end telescopic sleeper lifting device includes steel longitudinal beams, and the steel longitudinal beams are supported on the fixed steel sleepers at the beam ends on both sides, the fixed and sliding steel sleepers need to be lengthened. Since the length of the type III sleeper is 2.6m, sliding/fixed steel sleepers are considered. The length of both ends is increased by 500mm, that is, the length of the fixed/sliding steel sleeper is 3600mm, and the section size of the fixed/sliding steel sleeper is shown in Figure 7. Among them, Fig. 7(a) is the dimension of the fixed/sliding steel sleeper, and Fig. 7(b) is the dimension of the steel longitudinal beam.

(1) Vertical stiffness design between fixed steel sleepers and steel longitudinal beams

Considering the rigidity of the pressure bearing between the fixed steel sleeper and the steel longitudinal beam, take 160kN/mm, 240kN/mm and 320kN/mm respectively, the stiffness of the pressure bearing between the sliding steel sleeper and the steel longitudinal beam is taken as 480kN/mm. When the speed of 250km/h passes through the bridge beam joint, the dynamic response of the beam end telescopic sleeper lifting device is shown in Figure 8. Among them, Figure 8(a) is the relationship between the vertical stiffness and vertical displacement between the fixed steel sleeper and the steel longitudinal beam, and Figure 8(b) is the vertical stiffness between the fixed steel sleeper and the steel longitudinal beam and the vertical direction of the wheel and rail Figure 8(c) shows the relationship between the vertical stiffness and the derailment coefficient and the wheel load reduction rate between the fixed steel sleeper and the steel longitudinal beam. It can be seen from Fig. 8 that the vertical displacement peaks of the beam-span mid-span rail under the three working conditions are 3.82mm, 3.72mm and 3.63mm respectively, which is 24.21% less than that of 5.04mm when the steel sleeper is not installed. 26.19% and 27.98%; the maximum wheel-rail vertical force on the vehicle is 125.03kN, 123.62kN and 122.10kN respectively. Volatility has decreased. However, as can be seen from Figure 8, when referring to the value of the stiffness of the existing pressure bearing, the stiffness of the bearing bearing is considered to be 320kN/mm.

(2) The vertical stiffness design of the clamping piece between the sliding steel sleeper and the steel longitudinal beam

Considering that the sliding steel sleeper bearing stiffness is 240kN/mm, 480kN/mm, 720kN/mm, the bearing bearing stiffness is 720kN/mm, when the train passes through the bridge beam joint at a speed of 250km/h, the track structure in the beam joint area is The dynamic response is shown in Figure 9. Among them, Figure 9(a) is the relationship between the vertical stiffness and the vertical displacement value between the sliding steel sleeper and the steel longitudinal beam, and Figure 9(b) is the vertical stiffness and the wheel between the fixed steel sleeper and the steel longitudinal beam. Figure 9(c) shows the relationship between the vertical stiffness, derailment coefficient and wheel load reduction rate between the fixed steel sleeper and the steel longitudinal beam.

It can be seen from Figure 9 that with the increase of the vertical stiffness between the sliding steel sleeper and the steel longitudinal beam, the vertical displacement of the rail decreases approximately linearly, and the vertical displacement of the rail is 3.74mm, 3.63mm, and 3.51mm, respectively. Compared with 5.04mm without sliding pillow, it is reduced by 31.7%, 34.52% and 37.50% respectively; the vertical force peak value of the rail is also reduced to 123.69kN, 122.10kN and 120.54kN respectively; it can be seen from Figure 8 , Under the three working conditions, the vertical displacement of the steel sleeper span reached more than 3mm, and the deformation was large.

To sum up, it can be seen that, compared with the value of the vertical stiffness between the steel longitudinal beam and the fixed steel sleeper, the vertical stiffness parameter of the bearing between the sliding steel sleeper and the steel longitudinal beam has a greater influence on the dynamic response of the track structure. With reference to the value of the vertical stiffness of the fulcrum support of the existing sliding steel sleeper, the stiffness of the bearing bearing is considered to be 720kN/mm. It can be seen from the above analysis that when the section height of the fixed/sliding steel sleeper is 200mm, the steel sleeper and its deformation will be larger due to insufficient bending stiffness. Therefore, it can be considered to change the size of the steel sleeper to improve the bending rigidity of the steel sleeper.

(3) Size selection of sliding steel sleeper

Because the section height of the steel longitudinal beam is 200mm, and the stiffness of the sliding steel sleeper support and the pressure-bearing gusset are both 720kN/mm, the mid-span deformation of the steel sleeper is still greater than 3mm. In order to reduce the vertical deformation of the steel sleeper, consider The height of the sliding steel sleeper is increased to 300mm, the thickness of the flange and web is 40mm, and a steel longitudinal beam is added in the middle of the sleeper span to improve the bending rigidity of the structure and ensure the safe and smooth passage of the train across the bridge. The section size of the middle steel longitudinal beam is the same as that of the guard rail, and the parameters of connecting bolts and gussets are the same as those of the connecting bolts and gussets on both sides. When the section height of the sliding steel sleeper is 300mm, the track structure and the dynamic response of the vehicle when the train load passes through the bridge at a speed of 250km/h are shown in Figure 10, of which Figure 10(a) is the change in the vertical force of the wheel and rail Schematic diagram, Figure 10(b) is a schematic diagram of the change in the lateral force of the wheel-rail. It can be seen from Figure 10 that when the vehicle passes through the sleeper lifting device at the beam joint, the minimum wheel-rail vertical force within the beam joint is 62.53kN. It is increased by 1.23 times, and the corresponding wheel load reduction rate is greatly reduced; the maximum wheel-rail vertical force is 111.28kN. It is 22.87% smaller; the wheel-rail force fluctuation when the vehicle passes through the beam joint can be reduced.

Figure 11(a) is a schematic diagram of the derailment coefficient when the train runs on the side-span bridge at 250km/h, and Figure 11(b) is a diagram of the wheel load reduction rate when the train runs on the side-span bridge at 250km/h. It can be seen from Figure 11(a) that when the vehicle passes through the sleeper lift device at the beam joint, the maximum value of the derailment coefficient of the vehicle is less than 0.11, which is within the limit of the "Railway Vehicle Dynamic Performance Evaluation and Test Qualification Specification"; Figure 11(b) shows that the maximum wheel load reduction rate of the vehicle is less than 0.52, which is less than 0.6 specified in the Specification for Dynamic Performance Evaluation and Test Qualification of Railway Vehicles, that is, the designed pillow-raising device can ensure the safety of driving. sex.

Figure 12(a) is the vertical acceleration diagram of the vehicle body when the train runs on the side span bridge at 250km/h, and Figure 12(b) is the lateral acceleration diagram of the vehicle body when the train runs on the side span bridge at 250km/h . It can be seen from Figure 12(a) that when the vehicle runs on the side span of the bridge, the peak value of the vertical acceleration of the vehicle body is 0.316m/s ² , and the peak value of the lateral acceleration of the vehicle body is 0.147m/s ² ; 12(b), it can be seen that when the car body runs through the beam seam, the vertical vibration acceleration fluctuation of the car body after the pillow lifting device is installed is obviously smaller than that when the pillow lifting device is not installed, that is, the telescopic pillow lifting device can be better improved. The comfort of the train. The lateral and vertical acceleration peaks of the car body are both lower than the Class I limit of 0.588m/s ² in the "Railway Line Maintenance Regulations", and the Sperling stability index of the car body is 1.975, which is less than the normative limit of 3.0, that is, the designed pillow lift device It can ensure the comfort of driving.

Example 5

Embodiment 5 of the present invention provides a design method for matching a telescopic sleeper lifting device on a high-speed railway bridge with a track structure. The kinetic response of the device was analyzed.

(1) Dynamic response of telescopic device at different driving speeds

When the rigidity of the pressure bearing support of the telescopic sleeper lifting device and the vertical rigidity of the fulcrum support of the sliding steel sleeper are taken as 320kN/mm and 720kN/mm respectively, the height of the sliding steel sleeper is taken as 300mm, and the height of the steel longitudinal beam is taken as 200mm, the train speed is 280km/mm respectively. Figure 12 shows the structural dynamic response when the speeds of h, 300km/h, 330km/h, 350km/h, 380km/h and 400km/h pass through the beam joints.

It can be seen from Figure 13 that with the increase of the driving speed, the vertical displacement of the rail and the sliding steel sleeper in the beam joint span gradually increases linearly. When the driving speed increases from 280km/h to 400km/h, the vertical displacement peak value of rail increases from 2.74mm to 2.85mm; the vertical displacement peak value of sliding steel sleeper increases from 2.28mm to 2.41mm.

Figure 14 shows the driving safety index, which basically shows an increasing trend. When the driving speed increases from 280km/h to 400km/h, the derailment coefficient gradually increases from 0.108 to 0.112, and the wheel weight reduction rate increases from 0.523 to 0.534. Sexual indicators changed little.

Figure 15 shows the driving comfort index, which basically shows an increasing trend. The vertical Sperling index of the car body gradually increases from 1.977 to 1.981, which is less than the specification limit of 3.0; that is, the designed pillow lift device can ensure the comfort at higher driving speeds. .

(2) Dynamic response of expansion device under different beam gap widths

The rigidity of the pressure bearing support of the telescopic sleeper lifting device and the vertical rigidity of the fulcrum support of the sliding steel sleeper are taken as 320kN/mm and 720kN/mm respectively. Figure 16 shows the structural dynamic response of the train passing through the beam joint at 250km/h at 1200mm and 600mm. Among them, Figure 16(a) is a schematic diagram of the vertical displacement of the rail, and Figure 16(b) is a schematic diagram of the vertical displacement of the sliding steel sleeper.

It can be seen from Figure 16 that when the train passes through the beam joints of 1.2m and 0.6m at a speed of 250km/h, the maximum vertical displacement of the rail in the beam joint span is 2.20mm and 1.96mm, which is reduced by 0.24mm; The maximum vertical displacement of the steel sleeper is 1.78mm and 1.44mm respectively, which is reduced by 0.34mm.

In Example 5, the time-history curves of wheel-rail transverse and vertical forces are different under different beam-slot spacing conditions. When the train passes through beams of 1.2m and 0.6m at a speed of 250km/h, the vertical force of wheel-rail is the largest. The values are 113.26kN and 117.91kN respectively, and the maximum wheel-rail lateral forces are 10.34kN and 11.10kN respectively, all of which meet the requirements of the "Rules for Maintenance of Railway Lines".

In Example 5, the driving safety indicators are different under the conditions of different beam gaps. When the train passes through the beam gaps of 1.2m and 0.6m respectively at a speed of 250km/h, the derailment coefficient and the peak value of the wheel load reduction rate are not different from each other. The maximum value of the coefficient is 0.09954, and the maximum value of the wheel load reduction rate is 0.504 and 0.498 respectively, all of which meet the limits specified in the "Rules for Maintenance of Railway Lines".

In Example 5, the driving comfort index is different under the conditions of different beam gaps. When the train passes through the beam gaps of 1.2m and 0.6m at a speed of 250km/h, the lateral and vertical acceleration time-history curves of the car body are different. The maximum vertical acceleration of the vehicle body is 0.326m/s ² and 0.325m/s ² respectively, the maximum lateral acceleration of the vehicle body is both 0.147m/s ² , and the vertical Sperling index of the vehicle body is 1.974. If it is less than the limit specified in the "Rules for Maintenance of Railway Lines", the ride comfort of the car body is excellent.

According to the integrated spatial coupling static and dynamic model of the vehicle-track structure-bridge beam joint-telescopic sleeper lift device of the present invention, the overall force of the structure is checked for the optimally designed expansion device. The check load conditions are divided into the following conditions: Case 1: The structure only bears a vertical load of 250kN; Case 2: The structure only bears a horizontal horizontal load of 100kN; Displacement difference; Condition 4: The structure bears vertical load, horizontal load and vertical displacement difference of beam end fulcrum at the same time (vertical 1mm).

The calculation results are shown in Table 1, and the strength of the telescopic device meets the requirements.

Table 1

The above-mentioned five embodiments are only preferred specific embodiments of the present invention, but the protection scope of the present invention is not limited to the above contents. Changes or substitutions that are easily thought of should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

To sum up, the method proposed in the example of the present invention, based on the finite element method, establishes the integrated spatial coupling static and dynamic model of the vehicle-track structure-bridge beam joint-telescopic sleeper lifting device. The cross-sectional dimensions, the transverse and vertical support stiffness of the connecting bolts and the gusset plate connecting the sliding steel sleeper and the steel longitudinal beam, and the longitudinal, transverse and vertical supporting rigidity of the connecting bolts and the gusset plate connecting the fixed steel sleeper and the steel longitudinal beam are carried out. Design, analyze the dynamic response of the telescopic device under complex driving conditions, check the structural strength and stability of the telescopic device, determine the reasonable structural type of the beam end telescopic structure, and judge whether the parameters of the beam end telescopic sleeper lift device have values. Reasonable, so as to improve the performance of the structure of the telescopic pillow-lifting and shrinking device, determine the overall structural type and detailed structural scheme of the beam-end telescopic structure, provide a reliable basis for the laying of the telescopic pillow-raising device on the high-speed railway bridge, make up for the deficiencies in this aspect, and provide a long-span The fast and better construction and development of the high-speed railway on the bridge provides a strong guarantee, which has important theoretical and practical significance.

The above description is only a preferred embodiment of the present invention, but the protection scope of the present invention is not limited to this. Substitutions should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (8)

1. a matching optimization method of a high-speed railway bridge telescopic sleeper-lifting device and a track structure, is characterized in that, comprises the following process steps: Determine the number of sliding steel sleepers; Determine the section dimensions of fixed steel sleepers, sliding steel sleepers and steel longitudinal beams; Determine the stiffness parameters of the sliding steel sleeper; Determine the stiffness parameters of the fixed steel sleeper; Based on the finite element method, combining the number of sliding steel sleepers, the section size of the fixed steel sleeper, the section size of the sliding steel sleeper, the section size of the steel longitudinal beam, the stiffness parameters of the sliding steel sleeper and the stiffness parameters of the fixed steel sleeper, the vehicle- An integrated space mechanics model of track structure-bridge beam joints-telescopic sleeper lifting device; wherein, the integrated space mechanics model includes a space coupling static model and a space coupling dynamic model; According to the integrated spatial mechanics model, the dynamic response and structural strength stability of the telescopic pillow lift device are calculated and analyzed to obtain a matching scheme. 2. The matching optimization method of the telescopic sleeper lifting device of a high-speed railway bridge according to claim 1 and the track structure, wherein determining the number of the sliding steel sleepers comprises: At the neutral temperature, the interval between the first beam end and the second beam end is L _solid , the distance between the first beam end and the second beam end is L, the shortening of the first beam end and the second beam end is L _shrinkage , and the elongation is L _extension , the width of the sliding steel sleeper is L _sleeper , the spacing of the sliding steel sleeper is L _spacing , and the horizontal distance from the center of the fixed steel sleeper to the edge of the beam seam is L _seam , then the number n of sliding steel sleepers satisfies the following constraints: L=L _spacing ×(n+1)-2×L _slit L _{pillow≤L spacing≤650mm} L _solid- L _{extension≤L≤L solid} +L _shrinkage , Then the calculation formula of the number n of sliding steel sleepers is:

3. The matching optimization method of the telescopic sleeper lifting device of a high-speed railway bridge and the track structure according to claim 1, wherein the stiffness parameter of the sliding steel sleeper comprises: the distance between the sliding steel sleeper and the connecting bolts of the steel longitudinal beam. The lateral stiffness, the vertical stiffness between the connecting bolts of the sliding steel sleeper and the steel longitudinal beam, the lateral stiffness between the sliding steel sleeper and the steel rail, and the vertical stiffness between the sliding steel sleeper and the steel rail. 4. The matching optimization method of the telescopic sleeper lifting device of a high-speed railway bridge and the track structure according to claim 1, wherein the stiffness parameter of the fixed steel sleeper comprises: the distance between the connecting bolts of the fixed steel sleeper and the steel longitudinal beam. Transverse stiffness, longitudinal stiffness between the connecting bolts of the fixed steel sleeper and the steel longitudinal beam, vertical stiffness between the connecting bolts of the fixed steel sleeper and the steel longitudinal beam, longitudinal stiffness between the fixed steel sleeper and the steel rail, between the fixed steel sleeper and the steel rail The lateral stiffness and the vertical stiffness between the fixed steel sleeper and the rail. 5. The matching optimization method of the telescopic sleeper lifting device of a high-speed railway bridge and the track structure according to any one of claims 1-4, wherein building an integrated spatial mechanics model comprises: The vehicle is a multi-degree-of-freedom vibration system composed of the body, bogie, wheelset and spring-damper suspension system; the body, bogie, and wheelset are simulated by rigid body units according to the actual size; the spring-damper suspension system The device is simulated by a spring damping unit; The rail is simulated by solid elements, modeled according to the actual rail section size, and the grid is longitudinally sized according to 0.1m. Combined with the longitudinal, horizontal and vertical deformation of the rail, the measured rail irregularity is imposed by offsetting the rail section; The rail and the fixed steel sleeper and the rail and the sliding steel sleeper are connected by a gusset plate. The gusset plate is simulated by a spring damping unit. Combined with the longitudinal resistance, lateral stiffness and vertical stiffness of the gusset plate, the resistance and stiffness of the gusset plate are based on the measured values. take value; For the ballasted track, the ballast bed, sleeper, fixed steel sleeper and sliding steel sleeper are all simulated with solid elements, and the bonding contact between the sleeper and the ballast bed is adopted; for the ballastless track base plate, self-compacting concrete, and track slab are also simulated with solid elements ; The telescopic sleeper lifting device is located at the beam joint between the first beam end and the second beam end, and includes steel longitudinal beams, fixed steel sleepers, sliding steel sleepers, connecting bolts and gussets between the steel longitudinal beams and the fixed steel sleepers, sliding Connecting bolts and gussets between steel sleepers and steel longitudinal beams; Among them, the steel longitudinal beam, the fixed steel sleeper and the sliding steel sleeper are simulated by solid elements according to the actual size. The connecting bolts and gussets between the sliding steel sleeper and the steel longitudinal beam are simulated by horizontal and vertical springs. The steel sleeper can slide freely. The connecting bolts and gussets between the two fixed steel sleepers at the first beam end and one end of the steel longitudinal beam are simulated by longitudinal, horizontal and vertical springs. The two fixed steel sleepers at the second beam end are The connecting bolts and gussets between the other ends of the steel longitudinal beams are simulated by horizontal and vertical springs, and the sliding steel sleepers can move freely on the steel sleepers at the second beam end in the longitudinal direction. 6. The matching optimization method of the telescopic sleeper lifter of a high-speed railway bridge according to claim 5, wherein the calculation and analysis of the dynamic response of the telescopic sleeper lifter according to the integrated space mechanics model comprises: Dynamic responses at different driving speeds, including vertical displacement of rails and sleepers in the middle of beam joints, lateral force of wheel and rail, vertical force of wheel and rail, derailment coefficient, wheel weight reduction rate, vehicle lateral acceleration, vehicle body Vertical acceleration, Sperling index; Dynamic responses under different widths of beam joints, including vertical displacement of rails and sleepers in the middle of beam joints, lateral force of wheel and rail, vertical force of wheel and rail, derailment coefficient, wheel load reduction rate, lateral acceleration of car body, Body vertical acceleration, Sperling index. 7 . The matching optimization method of the telescopic sleeper lifting device of a high-speed railway bridge and the track structure according to claim 6 , wherein the calculation and analysis of the structural strength stability of the telescopic sleeper lifting device according to the integrated spatial mechanics model includes the following steps: 8 . : Check and calculate the stability indicators under different working conditions, among which the stability indicators include the maximum vertical displacement of the steel longitudinal beam, the maximum lateral displacement of the steel longitudinal beam, the maximum stress of the steel longitudinal beam, the maximum vertical displacement of the steel rail, and the maximum lateral displacement of the steel rail. , Maximum stress of rail, maximum vertical displacement of sliding steel sleeper, maximum lateral displacement of sliding steel sleeper, maximum stress of sliding steel sleeper. 8. The matching optimization method of the telescopic sleeper lifting device of a high-speed railway bridge and the track structure according to claim 7, wherein the working conditions include: Condition 1: The structure only bears a vertical load of 250kN; Condition 2: The structure only bears a lateral horizontal load of 100kN; Condition 3: The structure only bears the vertical displacement difference of the fulcrum of the beam end of 1mm; Condition 4: The structure bears vertical load, horizontal load and vertical displacement difference of beam end fulcrum at the same time.

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