CN110807226B - Matching optimization method for telescopic sleeper lifting device and track structure of high-speed railway bridge - Google Patents
Matching optimization method for telescopic sleeper lifting device and track structure of high-speed railway bridge Download PDFInfo
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- CN110807226B CN110807226B CN201910994948.6A CN201910994948A CN110807226B CN 110807226 B CN110807226 B CN 110807226B CN 201910994948 A CN201910994948 A CN 201910994948A CN 110807226 B CN110807226 B CN 110807226B
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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
Technical Field
The invention relates to the technical field of design and construction of high-speed railway bridges, in particular to a matching optimization method of a telescopic pillow lifting device of a high-speed railway bridge and a track structure.
Background
The long and large bridge is usually large in beam gap variation due to factors such as temperature expansion, train braking and the like, the support interval of the beam end steel rails is too large, the rigidity of the beam end rails is inconsistent with the rigidity of the rails between the sections, the rigidity of local rails is uneven, the problems that the rigidity of the lines is uneven, the platforms of the beam ends are staggered, the beam end buckle plates are pulled out and the like are solved as far as possible in order to avoid the unevenness of the rails caused by the large support interval of the beam end steel rails, a telescopic pillow lifting device needs to be arranged at the beam ends, and the stress state of the beam end rails is improved.
Disclosure of Invention
The invention aims to provide a matching optimization method of a telescopic pillow lifting device of a high-speed railway bridge and a track structure, so as to solve at least one technical problem in the background technology.
In order to achieve the purpose, the invention adopts the following technical scheme:
the invention provides a matching optimization method of a high-speed railway bridge telescopic pillow lifting device and a track structure, which comprises the following process steps: determining the number of the sliding steel sleepers; determining the section sizes of the fixed steel sleeper, the sliding steel sleeper and the steel longitudinal beam; determining the rigidity parameter of the sliding steel sleeper; determining the rigidity parameter of the fixed steel sleeper;
based on a finite element method, an integrated space mechanics model of the vehicle-track structure-bridge beam seam-telescopic sleeper lifting device is constructed by combining the number of the sliding steel sleepers, the section size of the fixed steel sleepers, the size of the surfaces of the sliding steel sleepers, the section size of the steel longitudinal beam, the rigidity parameter of the sliding steel sleepers and the rigidity parameter of the fixed steel sleepers; the space mechanics model comprises a space coupling statics model and a space coupling dynamics model;
and according to the integrated space mechanics model, calculating and analyzing the dynamic response and the structural strength stability of the telescopic pillow lifting device to obtain a matching scheme.
Preferably, determining the number of the sliding steel sleepers comprises: the first beam end and the second beam end have a spacing L at the neutralization temperatureFixing deviceThe distance between the first beam end and the second beam end is L, and the shortening of the first beam end and the second beam end is LShrinking deviceElongation of LExtension armThe width of the sliding steel sleeper is LPillow (Ref. TM. pillow)The distance between the sliding steel sleepers is LDistance between each otherThe horizontal distance from the center of the fixed steel sleeper to the edge of the beam seam is LSeamThen, the number n of the sliding steel sleepers satisfies the following constraint:
L＝Ldistance between each other×(n+1)-2×LSeam
LPillow (Ref. TM. pillow)≤LDistance between each other≤650mm
LFixing device-LExtension arm≤L≤LFixing device+LShrinking device，
The calculation formula of the number n of the sliding steel sleepers is as follows:
preferably, the rigidity parameters of the sliding steel sleeper include: the transverse rigidity between the connecting bolts of the sliding steel sleeper and the steel longitudinal beam, the vertical rigidity between the connecting bolts of the sliding steel sleeper and the steel longitudinal beam, the transverse rigidity between the sliding steel sleeper and the buckle plate and the vertical rigidity between the sliding steel sleeper and the buckle plate.
Preferably, the rigidity parameters of the fixed steel sleeper include: the transverse rigidity between the connecting bolts for fixing the steel sleeper and the steel longitudinal beam, the longitudinal rigidity between the connecting bolts for fixing the steel sleeper and the steel longitudinal beam, the vertical rigidity between the connecting bolts for fixing the steel sleeper and the steel longitudinal beam, the longitudinal rigidity between the fixing steel sleeper and the steel rail, the transverse rigidity between the fixing steel sleeper and the steel rail and the vertical rigidity between the fixing steel sleeper and the buckle plate.
Preferably, the constructing of the integrated space mechanics model comprises: the vehicle is a multi-degree-of-freedom vibration system consisting of a vehicle body, a bogie, wheel sets and a spring-damper suspension system device; the car body, the bogie and the wheel set are all simulated by rigid units according to actual sizes; the spring-damper suspension system device is simulated by a spring damping unit; the method comprises the following steps that a steel rail is simulated by a solid unit, modeling is carried out according to the size of the section of an actual steel rail, grids are longitudinally carried out according to the size of 0.1m, and the actually measured irregularity of the steel rail is applied in a mode of deviating the section of the steel rail by combining the longitudinal deformation, the transverse deformation and the vertical deformation of the steel rail; the steel rail and the sleeper, the fixed steel sleeper and the sliding steel sleeper are connected by a buckle plate, the buckle plate is simulated by a spring damping unit, and the resistance and the rigidity of the buckle plate are valued according to an actual measurement value by combining the longitudinal resistance, the transverse rigidity and the vertical rigidity of the buckle plate; aiming at a ballast track, a track bed, a sleeper, a fixed steel sleeper and a sliding steel sleeper are simulated by adopting solid units, and the sleeper and the track bed are in binding contact; aiming at a ballastless track base plate, self-compacting concrete and a track plate, the simulation of a solid unit is also adopted; the telescopic sleeper lifting device is positioned at a beam joint between the first beam end and the second beam end and comprises a steel longitudinal beam, a fixed steel sleeper, a sliding steel sleeper, a connecting bolt and a buckle plate between the steel longitudinal beam and the fixed steel sleeper, and a connecting bolt and a buckle plate between the sliding steel sleeper and the steel longitudinal beam;
the steel longitudinal beam, the fixed steel sleeper and the sliding steel sleeper adopt physical unit simulation according to actual size, a connecting bolt and a buckle plate between the sliding steel sleeper and the steel longitudinal beam adopt horizontal and vertical spring simulation, the steel longitudinal beam and the sliding steel sleeper can freely slide in the longitudinal direction, the connecting bolt and the buckle plate between two fixed steel sleepers at the first beam end and one end of the steel longitudinal beam adopt vertical, horizontal and vertical spring simulation, the connecting bolt and the buckle plate between two fixed steel sleepers at the second beam end and the other end of the steel longitudinal beam adopt horizontal and vertical spring simulation, and the steel longitudinal beam can freely move on the fixed steel sleeper at the second beam end in the longitudinal direction.
Preferably, the performing computational analysis on the dynamic response of the retractable pillow lifting device according to the integrated space mechanics model comprises: dynamic responses under different driving speeds comprise vertical displacement of a steel rail and a sliding steel sleeper in a bridge gap, wheel rail transverse force, wheel rail vertical force, derailment coefficient, wheel weight load shedding rate, vehicle body transverse acceleration, vehicle body vertical acceleration and Sperling indexes; and the dynamic response under different beam gap width conditions comprises the vertical displacement of the steel rail and the sliding steel sleeper in the span of the beam gap, the transverse force of a wheel rail, the vertical force of the wheel rail, the derailment coefficient, the wheel weight load shedding rate, the transverse acceleration of the vehicle body, the vertical acceleration of the vehicle body and the Sperling indexes.
Preferably, the calculating and analyzing the structural strength stability of the retractable pillow lifting device according to the integrated space mechanics model comprises: and detecting and calculating stability indexes under different working conditions, wherein the stability indexes comprise the maximum vertical displacement of the steel longitudinal beam, the maximum transverse displacement of the steel longitudinal beam, the maximum stress of the steel longitudinal beam, the maximum vertical displacement of the steel rail, the maximum transverse displacement of the steel rail, the maximum stress of the steel rail, the maximum vertical displacement of the sliding steel sleeper, the maximum transverse displacement of the sliding steel sleeper and the maximum stress of the sliding steel sleeper.
Preferably, the operating conditions include:
working condition 1: the structure only bears the vertical load of 250 kN;
working condition 2: the structure only bears the transverse horizontal load of 100 kN;
working condition 3: the structure only bears the vertical displacement difference of the beam end fulcrum of 1 mm;
working condition 4: the structure simultaneously bears vertical load, horizontal load and beam end fulcrum vertical displacement difference.
The invention has the beneficial effects that: the reasonable structure type of the beam-end telescopic structure is determined, whether each parameter value of the beam-end telescopic pillow lifting device is reasonable or not is judged, so that the structural use performance of the telescopic pillow lifting device is improved, the overall structure type and the detailed structure scheme of the beam-end telescopic structure are determined, a reliable basis is provided for laying the telescopic pillow lifting device on the high-speed railway bridge, the defects in the aspect are overcome, powerful guarantee is provided for faster and better construction and development of the high-speed railway on the large-span bridge, and important theoretical and practical significance is achieved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a flowchart of a matching optimization method of a telescopic bolster 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 beam-end telescopic pillow lifting device model according to an embodiment of the invention.
Fig. 3 is a schematic view of a vertical displacement deformation curve of a steel rail before a telescopic bolster is not arranged according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of a wheel-rail force time-course curve before the telescopic lift bolster is not provided according to the embodiment of the present invention.
Fig. 5 is a time-course graph of derailment coefficient and wheel load shedding rate before the telescopic lift bolster is not provided according to the embodiment of the present invention.
Fig. 6 is a schematic layout view of a retractable pillow lifting device according to an embodiment of the present invention.
Fig. 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 invention.
Fig. 8 is a schematic diagram illustrating the dynamic response of the beam-end retractable pillow-lifting device according to the embodiment of the present invention.
Fig. 9 is a schematic diagram of the dynamic response of the rail structure of the beam gap region according to the embodiment of the invention.
Fig. 10 is a schematic diagram of the track structure and the dynamic response of the vehicle when the train load passes through the bridge at a speed of 250km/h according to the embodiment of the invention.
Fig. 11 is a schematic diagram of the derailment coefficient and the wheel load shedding ratio when the train runs on the side bridge at 250km/h according to the embodiment of the invention.
Fig. 12 is a schematic diagram of the acceleration of the train body when the train runs on the side bridge at 250km/h according to the embodiment of the invention.
Fig. 13 is a schematic diagram of the structural dynamic response of the train passing through the beam gap at different train speeds according to the embodiment of the invention.
Fig. 14 is a schematic diagram of driving safety indexes 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.
FIG. 16 is a schematic diagram of the structural dynamic response of a train passing through different beam gap widths at 250km/h according to an embodiment of the invention.
Wherein: 1, buckling a plate; 2-fixing end of steel longitudinal beam; 3-steel longitudinal beam; 4-a first beam end; 5-a second beam end; 6, steel rails; 7-movable end of steel longitudinal beam; 8, fixing the steel sleeper; 9-sliding steel sleeper.
Detailed Description
The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or modules, but do not preclude 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 will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For the convenience of understanding of the embodiments of the present invention, the following description will be further explained by taking specific embodiments as examples with reference to the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.
It will be understood by those of ordinary skill in the art that the figures are merely schematic representations of one embodiment and that the elements or devices in the figures are not necessarily required to practice the present invention.
Examples
As shown in fig. 1, an embodiment 1 of the present invention provides a design method for matching a telescopic pillow lifting device and a track structure on a high-speed railway bridge, and an ABAQUS software is applied to establish an integrated space coupling static and dynamic model of a vehicle-track structure-bridge beam gap-telescopic pillow lifting device. The model considers the functions of vehicles, steel rails, buckle plates, track beds, sliding steel sleepers, steel longitudinal beams, buckling parts, bridges and other structures and high-speed vehicles, and can calculate the derailment coefficients, wheel load shedding rates, wheel-rail transverse and vertical forces, vehicle body vertical and transverse acceleration and other structural dynamic responses at the positions of the beam ends to obtain the stress and deformation of each detailed structure of the rails and the bridges.
As shown in fig. 2, the retractable sleeper lifting device on the bridge is arranged at the girder end of the long-span bridge, and comprises a plurality of mutually parallel sliding steel sleepers 9 arranged between the first girder end 4 and the second girder end 5 adjacent to the bridge, two fixed steel sleepers 8 respectively arranged at the girder ends of the first girder end and the second girder end 4 and the second girder end 5, a bearing structure of the sliding steel sleepers 9, a steel longitudinal beam 3, a rigidity adjusting base plate under the steel longitudinal beam 3, a connecting bolt and a buckle plate between the sliding steel sleeper 9 and the steel longitudinal beam 3, a connecting bolt and a buckle plate 1 between the steel longitudinal beam and the fixed steel sleeper, and a sleeper distance adjusting connecting rod.
Two fixed steel sleepers are respectively arranged at the end parts of the first beam end and the second beam end, the distance between the central lines of the two steel sleepers is 0.6m, one end of the steel longitudinal beam is fixedly connected with the two steel sleepers at the first beam end through connecting bolts, the other end of the steel longitudinal beam is connected with the two steel sleepers at the second beam end through a buckle plate, and the steel sleepers at the second beam end can generate larger relative displacement with the steel longitudinal beam in the longitudinal direction; the part of the steel longitudinal beam positioned in the middle of the beam seam span is connected with the sliding steel sleeper by adopting a connecting bolt and a buckle plate; the sliding steel sleeper is connected with the steel rail through a buckle plate;
and the link mechanism is positioned on the outer side of the steel sleepers and connected to the end part of each sliding steel sleeper and the end parts of the two fixed steel sleepers adjacent to the steel sleepers, and the link mechanism comprises a plurality of rhombic quadrilateral structures connected in series.
The quadrilateral structure is formed by sequentially connecting four connecting rods with equal length end to end in a sliding manner, and the adjacent sliding steel sleepers and the fixed steel sleepers adjacent to the sliding steel sleepers are connected through two diagonal ends of the quadrilateral structure respectively.
ABAQUS software is applied to simulate a seamless track structure of a ballastless track or a ballastless track on a high-speed vehicle or a bridge and a telescopic sleeper lifting device structure. Designing the number of the sliding steel sleepers of the telescopic sleeper lifting device by combining the actual structural characteristics and the stressed deformation characteristics of the high-speed railway bridge; the section sizes of the fixed steel sleeper, the sliding steel sleeper and the steel longitudinal beam are designed according to the structural characteristics and the stress deformation characteristics of the track on the high-speed railway bridge; designing the transverse and vertical rigidity of a connecting bolt and a buckle plate between a sliding steel sleeper and a steel longitudinal beam according to the structural characteristics and the stress deformation characteristics of a track on a high-speed railway bridge; designing the longitudinal, transverse and vertical rigidity of a connecting bolt and a buckle plate between a fixed steel sleeper and a steel longitudinal beam according to the structural characteristics and the stressed deformation characteristics of a track on a high-speed railway bridge; ABAQUS software is used for carrying out dynamic detection calculation analysis on the telescopic device under complex driving conditions; static detection calculation analysis is carried out on the structural strength and stability of the telescopic device by using ABAQUS software.
The ABAQUS is applied to establish an integrated space coupling static and dynamic model of a vehicle-track structure-bridge beam seam-telescopic pillow lifting device. The modeling objects comprise vehicles, steel rails, buckle plates, track beds, sliding steel sleepers, fixed steel sleepers, steel longitudinal beams, buckling parts and bridges.
In the model, the vehicle is a multi-degree-of-freedom vibration system consisting of a vehicle body, a bogie, wheel sets and a spring-damper suspension system device. The car body, the bogie and the wheel set are all simulated by rigid units according to actual sizes; the spring-damper suspension system device was simulated using a spring damping unit.
The steel rail adopts the solid unit simulation, models according to the actual steel rail section size, carries out the net according to the size of 0.1m on vertically to adopt the mode of skew steel rail section to exert the measured steel rail irregularity, can consider the vertical, horizontal, vertical deformation of steel rail comprehensively.
The steel rail and the sleeper, the fixed steel sleeper and the sliding steel sleeper are connected by a buckle plate, the buckle plate is simulated by a spring damping unit, the longitudinal resistance, the transverse rigidity and the vertical rigidity of the buckle plate are comprehensively considered, and the resistance and the rigidity of the buckle plate are valued according to measured values;
the track bed structure is continuously paved in the full-bridge range, aiming at the ballast track, the track bed, the sleeper, the fixed steel sleeper and the sliding steel sleeper are all simulated by adopting entity units, and the sleeper and the track bed are in binding contact; aiming at a ballastless track base plate, self-compacting concrete and a track plate, the method also adopts entity unit simulation, and fully considers the geometric dimension and physical property of each part of structure; the bridge is simulated by adopting a solid unit and is modeled according to the actual section attribute; tie is adopted between the ballast bed and the bridge for connection;
the telescopic device is positioned at a beam joint between the first beam end and the second beam end and mainly comprises a steel longitudinal beam, a fixed steel sleeper, a sliding steel sleeper, a connecting bolt and a buckle plate between the steel longitudinal beam and the fixed steel sleeper, and a connecting bolt and a buckle plate between the sliding steel sleeper and the steel longitudinal beam;
and the steel longitudinal beam, the fixed steel sleeper and the sliding steel sleeper are simulated by solid units according to actual sizes. Connecting bolts and buckle plates between the sliding steel sleeper and the steel longitudinal beam are simulated by transverse and vertical springs, the steel longitudinal beam and the sliding steel sleeper can slide freely in the longitudinal direction, the connecting bolts and the buckle plates between two fixed steel sleepers at the first beam end and one end of the steel longitudinal beam are simulated by longitudinal, transverse and vertical springs, the connecting bolts and the buckle plates between two fixed steel sleepers at the second beam end and the other end of the steel longitudinal beam are simulated by transverse and vertical springs, and the steel longitudinal beam can move freely on the fixed steel sleeper at the second beam end in the longitudinal direction.
When the dynamic response of the telescopic device under the complex driving condition is analyzed, the vehicle-track structure-bridge beam seam-telescopic pillow lifting device integrated space coupling dynamic model is applied, and the following results can be calculated through the model:
the dynamic response of the telescopic device under different driving speeds comprises the vertical displacement of a steel rail and a steel sleeper in a beam gap span, the transverse force of a wheel rail, the vertical force of the wheel rail, the derailment coefficient, the wheel weight load shedding rate, the transverse acceleration of a vehicle body, the vertical acceleration of the vehicle body and the Sperling indexes.
The dynamic response of the telescopic device under the conditions of different beam gap widths comprises vertical displacement of a steel rail and a steel sleeper in a beam gap span, wheel rail transverse force, wheel rail vertical force, derailment coefficient, wheel weight load shedding rate, vehicle body transverse acceleration, vehicle body vertical acceleration and Sperling indexes.
When the structural strength stability of the telescopic device is detected and calculated, the vehicle-track structure-bridge beam seam-telescopic pillow lifting device integrated space coupling statics model is applied, and the following four working conditions can be calculated by using the model: working condition 1: the structure only bears the vertical load of 250 kN; working condition 2: the structure only bears the transverse horizontal load of 100 kN; working condition 3: the structure only bears the vertical displacement difference of the beam end fulcrum of 1 mm; working condition 4: the structure simultaneously bears vertical load, horizontal load and beam end fulcrum vertical displacement difference (vertical 1 mm).
And (3) carrying out detection calculation on the following indexes on the four working conditions: the maximum vertical displacement of the steel longitudinal beam, the maximum transverse displacement of the steel longitudinal beam, the maximum stress of the steel longitudinal beam, the maximum vertical displacement of the steel rail, the maximum transverse displacement of the steel rail, the maximum stress of the steel rail, the maximum vertical displacement of the sliding steel sleeper, the maximum transverse displacement of the sliding steel sleeper and the maximum stress of the sliding steel sleeper.
Example 2
The embodiment 2 of the invention provides a design method for matching a telescopic pillow lifting device on a high-speed railway bridge with a track structure. The embodiment 2 of the invention is designed by taking a telescopic pillow lifting device at the end of a steel truss girder bridge with a certain girder span length of 1428m as an example. It is known that: the length of the main beam of the steel truss bridge is (84+84+1092+84+84) m, the length of the main beam is 5 spans, and the side span of the main beam is (57.2 multiplied by 4) m; paving a double-line ballast track on the bridge, wherein the steel rail adopts a 60kg/m rail, the buckle plate adopts an elastic strip VI normal resistance buckle plate, the design speed per hour is 250km/h, and the axle weight of the train is 17 t; the interval between the first beam end and the second beam end is 1.2m at the neutralization temperature, and the most unfavorable historical temperature difference is considered, so that the expansion amount of the first beam end of the steel truss girder reaches +/-600 mm, namely the distance between the first beam end and the second beam end can reach 1800mm at the lowest beam temperature, and the distance between the first beam end and the second beam end is only 600mm at the highest beam temperature.
The ABAQUS software is applied to simulate the ballasted track seamless line structure on a high-speed vehicle and a bridge, and an integrated space coupling static and dynamic model of a vehicle-track structure-bridge beam seam-telescopic sleeper lifting device is established, wherein the two sides of the bridge are respectively provided with a roadbed of 30m, and the total length of the model is 285.2 m.
When the structure is not provided with the telescopic sleeper lifting device, the train runs on the bridge side span at the speed of 250km/h, and when the train runs to the top of the pier and the beam gap positions in the first beam end span and the second beam end span respectively, the vertical displacement curve of the steel rail is shown in figure 3. Wherein, fig. 3(a) is a vertical displacement curve of the second span bridge pier top, and fig. 3(b) is a vertical displacement curve of the beam gap span.
As can be seen from FIG. 3, when the train runs on a common section of the bridge, the vertical displacement of the steel rail is 2.37mm, and when the train runs to the beam gap midspan, the vertical displacement of the steel rail is 5.04mm, namely, the steel rail at the beam gap has large structural irregularity.
Fig. 4 is a graph of wheel-rail force time course when the vehicle is traveling on the bridge. Fig. 4(a) is a time-course graph of vertical force of the wheel rail, and fig. 4(b) is a time-course graph of transverse force of the wheel rail. As can be seen from fig. 4, the vertical wheel-rail force of the wheel fluctuates up and down near 85kN, the lateral wheel-rail force of the vehicle fluctuates up and down at 7.5kN, when the train runs to the beam gap, the vertical wheel-rail force and the lateral wheel-rail force both fluctuate greatly, the maximum lateral (vertical) wheel-rail force is 12.38kN (136.74kN), the minimum lateral (vertical) wheel-rail force is 1.99kN (28.00kN), and the wheel has a severe load shedding phenomenon.
FIG. 5 is a graph of the time course of the derailment factor and the wheel load shedding ratio. Fig. 5(a) is a derailment coefficient time course graph, and fig. 5(b) is a wheel load shedding rate time course graph. As can be seen from fig. 5, the peak value of the derailment coefficient was 0.094; the peak value of the wheel load shedding rate is 0.71, and exceeds the specification limit value of 0.6 in the high-speed railway design specification, so that the driving safety is threatened.
The analysis shows that: if the telescopic sleeper lifting device is not arranged at the beam end of the main beam, the vertical deformation of the steel rail at the beam joint is large, the wheel-rail force of a vehicle track structure is fluctuated violently, and the risk of overturning of the vehicle due to the overrun of the wheel load shedding rate is considered, so the telescopic sleeper lifting device is arranged at the beam end.
Example 3
The embodiment 3 of the invention provides a design method for matching a telescopic pillow lifting device on a high-speed railway bridge with a track structure. The number of the sliding steel sleepers is determined according to the regulations of high-speed railway design specifications and real bridge arrangement, the pitch of the track buckle plate nodes in the ballast area of the bridge deck main line is 600mm, and the pitch of the track buckle plate nodes in the ballastless area of the beam end is not more than 650 mm. Considering that the section width of the steel sliding sleeper is 200mm, when the telescopic quantity is designed to be +600mm/-600mm, the number of the sleepers of the telescopic device is determined according to high-speed railway design specifications, and the arrangement schematic diagram of the telescopic device is shown in FIG. 6. Wherein, 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.
Combining the design requirements, and setting the interval between the first beam end and the second beam end to be L at the middle temperatureFixing device(mm) and the designed reduction of the first beam end and the second beam end is LShrinking device(mm) designed elongation LExtension arm(mm), the distance between the first beam end and the second beam end is L (mm), and the width of the sliding steel sleeper is LPillow (Ref. TM. pillow)(mm), the distance between the sliding steel sleepers is LDistance between each other(mm), the horizontal distance from the center of the fixed steel sleeper to the edge of the beam seam is LSeam(mm), assuming that the number of sliding sleepers is n, it is known from fig. 9 that the following equation exists between the variables:
L＝Ldistance between each other×(n+1)-2×LSeam (1)
And according to the specification, LDistance between each otherThe following conditions should be satisfied:
Lpillow (Ref. TM. pillow)≤LDistance between each other≤650mm (2)
The bridge clearance L should satisfy the following conditions:
Lfixing device-LExtension arm≤L≤LFixing device+LShrinking device， (3)
Considering the most unfavorable condition, when the beam gap is minimized, the moment between sleepers is just the sleeper width LPillow (Ref. TM. pillow)(ii) a When the beam gap is taken to be the maximum, the sleeper spacing is 600 mm.
By combining the above equations, the number n of sliding sleepers to be installed can be calculated as follows
The distance between the first beam end and the second beam end of the main beam of the bridge is 1200mm under the condition of the neutral temperature by the design information of the bridge, the design expansion amount of the beam joint of the main beam is +/-600 mm, and LSeamThe length of the sleeper is 300mm, the width of the sleeper is taken according to 200mm, n is more than or equal to 2.8 and less than or equal to 3 by substituting the length into the formula, 3 sliding steel sleepers are added at beam joints to form 4 variable sleeper joints, the change range of the center distance of the steel sleepers is 600 mm-300 mm, the clear distance between adjacent sleepers is 450 mm-0 mm, and the corresponding neutralization temperature (L) is obtained at the momentFixing device1200mm), the distance between the sliding sleepers is 450mm, and the aspect of the maximum center distance of the sleepers meets the requirements of relevant specifications.
Example 4
The design method for matching the telescopic pillow lifting device on the high-speed railway bridge and the rail structure provided by the embodiment 4 of the invention calculates the reasonable rigidity of the telescopic buckling piece.
The width of the cross section of the sliding steel sleeper is 200mm, the distance between the sleepers is 600mm when the maximum value of the beam gap is 1800mm, the distance between the sleepers is 300mm when the minimum value of the beam gap is 600mm (namely 3 sliding steel sleepers are longitudinally attached together), and the height of the cross section is 200mm and 300mm respectively; the steel longitudinal beam is connected with the sleeper by adopting a pressure bearing support, the width of an upper flange and a lower flange of the steel longitudinal beam is 200mm, the height of the upper flange and the lower flange of the steel longitudinal beam is 200mm, the thickness of the upper flange is 80mm, the thickness of the lower flange of the steel longitudinal beam is 40mm, the thickness of a web plate is 60mm, and the length of the web plate is 3.6 m; the rigidity value of the buckle plate for connecting the steel rail and the sliding steel sleeper is the same as that of the buckle plate of the ballastless track of the common section, namely the vertical static rigidity is 40 kN/mm; connecting bolts and buckle plates are fixedly connected between two steel sleepers at one end of the steel longitudinal beam and the first beam end in the longitudinal direction, the transverse direction and the vertical direction, the vertical rigidity value of the pressure-bearing support is respectively 160kN/mm, 240kN/mm and 320kN/mm in relevant documents, and the transverse rigidity is 120 kN/mm; the other end of the steel longitudinal beam is longitudinally free, transversely and vertically supported in the same mode and parameter values as the fixed support end. The axial rigidity of the sliding steel sleeper fulcrum support is 240kN/mm, 480kN/mm and 720kN/mm respectively, and the sliding steel sleeper fulcrum support can freely slide in the longitudinal direction.
Because the beam end telescopic sleeper lifting device comprises the steel longitudinal beam which is supported on the fixed steel sleepers at the beam ends at two sides, the fixed and sliding steel sleepers need to be lengthened, and because the length of the III-type sleeper is 2.6m, the length of each of two ends of the sliding/fixed steel sleeper is increased by 500mm, namely the length of the fixed/sliding steel sleeper is 3600mm, and the cross-sectional dimension of the fixed/sliding steel sleeper is as shown in figure 7. Wherein, fig. 7(a) is the fixed/sliding steel sleeper size, and fig. 7(b) is the steel stringer size.
(1) Vertical rigidity design between fixed steel sleeper and steel longitudinal beam
Considering that the rigidity of the pressure bearing support between the fixed steel sleeper and the steel longitudinal beam is respectively 160kN/mm, 240kN/mm and 320kN/mm, the rigidity of the pressure bearing support between the sliding steel sleeper and the steel longitudinal beam is 480kN/mm, and when a train passes through a bridge beam seam at the speed of 250km/h, the dynamic response of the beam-end telescopic sleeper lifting device is shown in figure 8. Wherein, fig. 8(a) is a graph of the relationship between the vertical rigidity and the vertical displacement between the fixed steel sleeper and the steel longitudinal beam, fig. 8(b) is a graph of the relationship between the vertical rigidity and the peak value of the vertical force and the peak value of the transverse force of the wheel rail between the fixed steel sleeper and the steel longitudinal beam, and fig. 8(c) is a graph of the relationship between the vertical rigidity and the derailment coefficient and the wheel weight load shedding rate between the fixed steel sleeper and the steel longitudinal beam. As can be seen from fig. 8: under three working conditions, the vertical displacement peak values of the steel rail in the beam gap span are respectively 3.82mm, 3.72mm and 3.63mm, and are reduced by 24.21%, 26.19% and 27.98% compared with 5.04mm when no steel sleeper is arranged; the maximum values of the wheel-rail vertical force borne by the vehicle are 125.03kN, 123.62kN and 122.10kN respectively, and compared with the wheel-rail vertical force peak value 136.74kN when the sleeper lifting device is not arranged, the fluctuation of the wheel-rail force is reduced. However, as can be seen from fig. 8, when the stiffness value of the existing pressure-bearing support is referred, the stiffness of the pressure-bearing support is considered to be 320 kN/mm.
(2) Vertical rigidity design of buckling part between sliding steel sleeper and steel longitudinal beam
Considering that the rigidity of the sliding steel sleeper support is 240kN/mm, 480kN/mm and 720kN/mm respectively, the rigidity of the pressure bearing support is 720kN/mm, and when a train passes through a bridge beam seam at the speed of 250km/h, the dynamic response of the rail structure of the beam seam area is shown in figure 9. Wherein, fig. 9(a) is a relation graph between the vertical rigidity and the vertical displacement value between the sliding steel sleeper and the steel longitudinal beam, fig. 9(b) is a relation graph between the vertical rigidity and the vertical force and the transverse force peak value of the wheel rail between the fixed steel sleeper and the steel longitudinal beam, and fig. 9(c) is a relation graph between the vertical rigidity and the derailment coefficient and the wheel load shedding rate between the fixed steel sleeper and the steel longitudinal beam.
As can be seen from fig. 9: along with the increase of the vertical rigidity between the sliding steel sleeper and the steel longitudinal beam, the vertical displacement of the steel rail is approximately linearly reduced, the vertical displacement of the steel rail is respectively 3.74mm, 3.63mm and 3.51mm, and is respectively reduced by 31.7%, 34.52% and 37.50% compared with the vertical displacement of the steel rail which is 5.04mm when the sliding sleeper is not arranged; the vertical force peak values of the steel rail are also reduced and are 123.69kN, 122.10kN and 120.54kN respectively; as can be seen from FIG. 8, the vertical displacement of the steel lifting bolster midspan under the three working conditions is more than 3mm, and the deformation is large.
In conclusion, the analysis shows that compared with the vertical rigidity value between the steel longitudinal beam and the fixed steel sleeper, the vertical rigidity parameter of the support between the sliding steel sleeper and the steel longitudinal beam has larger influence on the dynamic response of the track structure. And the vertical rigidity value of the existing sliding steel sleeper fulcrum support is referred, and the rigidity of the pressure bearing support is considered to be 720 kN/mm. From the above analysis, it is considered that when the cross-sectional height of the fixed/sliding steel sleeper is 200mm, the steel sleeper is deformed largely due to insufficient bending rigidity, and therefore, the size of the steel sleeper may be changed to increase the bending rigidity of the steel sleeper.
(3) Sliding steel sleeper size selection
Because of the height of the cross section of the steel longitudinal beam is 200mm, the deformation of the sliding steel sleeper in the span-middle is still larger than 3mm when the rigidity of the sliding steel sleeper support and the rigidity of the pressure-bearing buckle plate are 720kN/mm, the vertical deformation of the steel sleeper is reduced, the height of the sliding steel sleeper is increased to 300mm, the thickness of the flange and the web plate is 40mm, and the bending rigidity of the structure is improved by adding one steel longitudinal beam in the span-middle of the sleeper, so that the safe and stable bridge crossing of the train is ensured. The section size of the middle steel longitudinal beam is the same as the size of the guard rail, and the parameters of the connecting bolt and the pinch plate are the same as those of the connecting bolt and the pinch plate on two sides. When the height of the cross section 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 the speed of 250km/h are shown in fig. 10, wherein fig. 10(a) is a schematic diagram of the vertical force variation of the wheel rail, and fig. 10(b) is a schematic diagram of the transverse force variation of the wheel rail. As can be seen from fig. 10, when a vehicle passes through the bolster lifting device at the beam gap, the minimum value of the vertical force of the wheel rail in the beam gap range is 62.53kN, compared with 28.00kN when the telescopic bolster lifting device is not arranged, the wheel rail force is increased by 1.23 times, and the corresponding wheel weight load shedding rate is greatly reduced; the maximum value of the wheel rail vertical force is 111.28kN, and compared with the wheel rail vertical force peak value 136.74kN when no lift sleeper is arranged, the wheel rail force peak value is reduced by 22.87%; the wheel-rail force fluctuation when the vehicle passes through the beam seam can be reduced.
Fig. 11(a) is a schematic diagram of the derailment coefficient when the train runs on the side bridge at 250km/h, and fig. 11(b) is a wheel load shedding ratio when the train runs on the side bridge at 250 km/h. As can be seen from fig. 11(a), when the vehicle passes through the sleeper-lifting device at the beam seam, the maximum derailment coefficient of the vehicle is less than 0.11, which is within the limit of the dynamic performance evaluation and test identification code of the railway vehicle; as can be seen from fig. 11(b), the maximum wheel load shedding rate of the vehicle is less than 0.52, which is less than 0.6 specified in the specification of "railroad vehicle dynamics performance assessment and test certification standards", i.e., the designed bolster lifting device can ensure the safety of driving.
FIG. 12(a) is a vertical acceleration diagram of the car body when the train runs on the side-over bridge at 250km/h, and FIG. 12(b) is a lateral acceleration diagram of the car body when the train runs on the side-over bridge at 250 km/h. As can be seen from FIG. 12(a), 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/s2The peak value of the lateral acceleration of the vehicle body is 0.147m/s2(ii) a As can be seen by comparing fig. 12(a) and 12 (b): when the train body runs through the beam seam, the vertical vibration acceleration fluctuation of the train body is obviously smaller after the pillow lifting device is arranged than that when the pillow lifting device is not arranged, namely the flexible pillow lifting device is arranged, so that the riding comfort of the train can be better improved. The peak values of the transverse and vertical accelerations of the vehicle body are both less than the I-level limit of 0.588m/s in the railway line maintenance rule2The Sperling stability index of the car body is 1.975, and is less than the standard limit value of 3.0, namely the designed pillow lifting device can ensure the comfort of driving.
Example 5
According to the design method for matching the telescopic pillow lifting device and the rail structure on the high-speed railway bridge, which is provided by the embodiment 5 of the invention, the dynamic response of the telescopic device under the complex driving condition is analyzed according to the vehicle-rail structure-bridge beam gap-telescopic pillow lifting device integrated space coupling dynamic model.
(1) Dynamic response of telescoping device at different driving speeds
The structural dynamic response of a train passing through a beam seam at the speed of 280km/h, 300km/h, 330km/h, 350km/h, 380km/h and 400km/h is shown in figure 12 when the rigidity of a pressure-bearing support of the telescopic sleeper lifting device and the vertical rigidity of a support of a fulcrum of the sliding steel sleeper are respectively 320kN/mm and 720kN/mm, the height of the sliding steel sleeper is 300mm and the height of a steel longitudinal beam is 200 mm.
As can be seen from fig. 13: along with the increase of the traveling speed, the vertical displacement of the steel rail and the sliding steel sleeper in the span of the beam gap gradually increases linearly. When the traveling speed is increased from 280km/h to 400km/h, the peak value of the vertical displacement of the steel rail is increased from 2.74mm to 2.85 mm; the vertical displacement peak value of the sliding steel sleeper is increased from 2.28mm to 2.41 mm.
Fig. 14 shows a driving safety index, which basically shows an increasing trend, when the driving speed is increased from 280km/h to 400km/h, the derailment coefficient is gradually increased from 0.108 to 0.112, the wheel load shedding rate is increased from 0.523 to 0.534, and the driving safety index is less changed.
FIG. 15 is a view showing a substantially increasing trend in driving comfort, where the vertical Sperling index of the vehicle body is gradually increased from 1.977 to 1.981, which is less than the regulatory limit of 3.0; the designed pillow lifting device can ensure the comfort at higher driving speed.
(2) Expansion device dynamic response under different beam gap width conditions
The rigidity of the pressure bearing support of the telescopic sleeper lifting device and the vertical rigidity of the sliding steel sleeper fulcrum support are respectively 320kN/mm and 720kN/mm, the height of the sliding steel sleeper is 300mm, when the height of the steel longitudinal beam is 200mm, the structural dynamic response of the train passing through the beam seam at 250km/h is shown in figure 16 when the width of the beam seam is 1200mm and 600 mm. Wherein, fig. 16(a) is a schematic diagram of vertical displacement of the steel rail, and fig. 16(b) is a schematic diagram of vertical displacement of the sliding steel sleeper.
As can be seen from fig. 16: when the train passes through the beam gaps of 1.2m and 0.6m at the speed of 250km/h, the maximum vertical displacement of the steel rail in the beam gap span is 2.20mm and 1.96mm, and the maximum vertical displacement is reduced by 0.24 mm; the maximum vertical displacement of the sliding steel sleeper is 1.78mm and 1.44mm respectively, which is reduced by 0.34 mm.
In example 5, the time-course curves of the transverse force and the vertical force of the wheel rail under different beam gap spacing conditions are different, when a train passes through beam gaps of 1.2m and 0.6m at the speed of 250km/h, the maximum values of the transverse force of the wheel rail are 113.26kN and 117.91kN respectively, and the maximum values of the transverse force of the wheel rail are 10.34kN and 11.10kN respectively, which meet the regulations in the railway line maintenance rules.
In example 5, the running safety indexes under different beam seam spacing conditions are different, when a train passes through beam seams of 1.2m and 0.6m at a speed of 250km/h, the peak values of the derailment coefficient and the wheel load shedding rate are not greatly different, the maximum values of the coefficients are 0.09954, the maximum values of the wheel load shedding rate are 0.504 and 0.498 respectively, and both the maximum values meet the specified limit values in the railway line maintenance rule.
In example 5, the running comfort indexes under the conditions of different beam seam distances are different, when a train passes through beam seams of 1.2m and 0.6m at the speed of 250km/h, the time curve difference of transverse acceleration and vertical acceleration of the train body is not large, and the maximum value of the vertical acceleration of the train body is 0.326m/s2And 0.325m/s2The maximum value of the transverse acceleration of the vehicle body is 0.147m/s2The vertical Sperling indexes of the vehicle body are all 1.974, which are all smaller than the limit value specified in the railway line maintenance rule, and the riding comfort of the vehicle body is excellent.
According to the vehicle-track structure-bridge beam seam-telescopic pillow lifting device integrated space coupling static and dynamic model, the whole stress of the structure is detected and calculated aiming at the telescopic device after the optimal design. The detection and calculation load working conditions are divided into the following working conditions: working condition 1: the structure only bears the vertical load of 250 kN; working condition 2: the structure only bears the transverse horizontal load of 100 kN; working condition 3: the structure only bears the vertical displacement difference of the beam end fulcrum of 1 mm; working condition 4: the structure simultaneously bears vertical load, horizontal load and beam end fulcrum vertical displacement difference (vertical 1 mm).
The results of the detection are shown in table 1, and the strength of the retractor satisfies the requirements.
TABLE 1
The five embodiments described above are only preferred embodiments of the present invention, but the scope of the present invention is not limited to the above description, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are also included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
To sum up, the method provided by the embodiment of the invention establishes an integrated space coupling static and dynamic model of a vehicle-track structure-bridge beam seam-telescopic pillow lifting device based on a finite element method, designs the section sizes of a fixed steel pillow and a sliding steel pillow, the horizontal and vertical supporting rigidity of a connecting bolt and a buckle plate for connecting the sliding steel pillow and a steel longitudinal beam, the vertical and horizontal supporting rigidity of the connecting bolt and the buckle plate for connecting the fixed steel pillow and the steel longitudinal beam, analyzes the dynamic response of the telescopic device under complex driving conditions, detects the structural strength stability of the telescopic device, determines the reasonable structural style of a beam end telescopic structure, judges whether the values of all parameters of the beam end telescopic pillow lifting device are reasonable or not, thereby improving the structural use performance of the telescopic pillow lifting device, and determines the overall structural style and detail structural plan of the beam end telescopic structure, the reliable basis is provided for laying of the telescopic sleeper lifting device on the high-speed railway bridge, the defects in the aspect are overcome, powerful guarantee is provided for faster and better construction and development of the high-speed railway on the long-span bridge, and the telescopic sleeper lifting device has important theoretical and practical significance.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. A matching optimization method for a telescopic sleeper lifting device of a high-speed railway bridge and a track structure is characterized by comprising the following process steps:
determining the number of the sliding steel sleepers;
determining the section sizes of the fixed steel sleeper, the sliding steel sleeper and the steel longitudinal beam;
determining the rigidity parameter of the sliding steel sleeper;
determining the rigidity parameter of the fixed steel sleeper;
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 by combining the number of sliding steel pillows, the section size of fixed steel pillows, the section size of the sliding steel pillows, the section size of steel longitudinal beams, the rigidity parameter of the sliding steel pillows and the rigidity parameter of the fixed steel pillows; the integrated space mechanics model comprises a space coupling statics model and a space coupling dynamics model;
according to the integrated space mechanics model, performing calculation analysis on the dynamic response and the structural strength stability of the telescopic pillow lifting device to obtain a matching scheme;
the construction of the integrated space mechanics model comprises the following steps:
the vehicle is a multi-degree-of-freedom vibration system consisting of a vehicle body, a bogie, wheel sets and a spring-damper suspension system device; the car body, the bogie and the wheel set are all simulated by rigid units according to actual sizes; the spring-damper suspension system device is simulated by a spring damping unit;
the method comprises the following steps that a steel rail is simulated by a solid unit, modeling is carried out according to the size of the section of an actual steel rail, grids are longitudinally carried out according to the size of 0.1m, and the actually measured irregularity of the steel rail is applied in a mode of deviating the section of the steel rail by combining the longitudinal deformation, the transverse deformation and the vertical deformation of the steel rail;
the steel rail and the fixed steel sleeper are connected with each other, the steel rail and the sliding steel sleeper are connected with each other by a buckle plate, the buckle plate is simulated by a spring damping unit, and the resistance and the rigidity of the buckle plate are valued according to an actual measurement value by combining the longitudinal resistance, the transverse rigidity and the vertical rigidity of the buckle plate;
aiming at a ballast track, a track bed, a sleeper, a fixed steel sleeper and a sliding steel sleeper are simulated by adopting solid units, and the sleeper and the track bed are in binding contact; aiming at a ballastless track base plate, self-compacting concrete and a track plate, the simulation of a solid unit is also adopted;
the telescopic sleeper lifting device is positioned at a beam joint between the first beam end and the second beam end and comprises a steel longitudinal beam, a fixed steel sleeper, a sliding steel sleeper, a connecting bolt and a buckle plate between the steel longitudinal beam and the fixed steel sleeper, and a connecting bolt and a buckle plate between the sliding steel sleeper and the steel longitudinal beam;
the steel longitudinal beam, the fixed steel sleeper and the sliding steel sleeper adopt physical unit simulation according to actual size, a connecting bolt and a buckle plate between the sliding steel sleeper and the steel longitudinal beam adopt horizontal and vertical spring simulation, the steel longitudinal beam and the sliding steel sleeper can freely slide in the longitudinal direction, the connecting bolt and the buckle plate between two fixed steel sleepers at the first beam end and one end of the steel longitudinal beam adopt vertical, horizontal and vertical spring simulation, the connecting bolt and the buckle plate between two fixed steel sleepers at the second beam end and the other end of the steel longitudinal beam adopt horizontal and vertical spring simulation, and the sliding steel sleeper can freely move on the steel sleeper at the second beam end in the longitudinal direction.
2. The matching optimization method for the telescopic sleeper lifting device of the high-speed railway bridge and the track structure according to claim 1, wherein the determining of the number of the sliding steel sleepers comprises the following steps:
the first beam end and the second beam end have a spacing L at the neutralization temperatureFixing deviceThe distance between the first beam end and the second beam end is L, and the shortening of the first beam end and the second beam end is LShrinking deviceElongation of LExtension armThe width of the sliding steel sleeper is LPillow (Ref. TM. pillow)The distance between the sliding steel sleepers is LDistance between each otherThe horizontal distance from the center of the fixed steel sleeper to the edge of the beam seam is LSeamThen, the number n of the sliding steel sleepers satisfies the following constraint:
L＝Ldistance between each other×(n+1)-2×LSeam
LPillow (Ref. TM. pillow)≤LDistance between each other≤650mm
LFixing device-LExtension arm≤L≤LFixing device+LShrinking device，
The calculation formula of the number n of the sliding steel sleepers is as follows:
3. the matching optimization method for the telescopic sleeper lifting device of the high-speed railway bridge and the rail structure according to claim 1, wherein the rigidity parameters of the sliding steel sleeper comprise: the transverse rigidity between the connecting bolts of the sliding steel sleeper and the steel longitudinal beam, the vertical rigidity between the connecting bolts of the sliding steel sleeper and the steel longitudinal beam, the transverse rigidity between the sliding steel sleeper and the steel rail and the vertical rigidity between the sliding steel sleeper and the steel rail.
4. The matching optimization method for the telescopic sleeper lifting device of the high-speed railway bridge and the rail structure according to claim 1, wherein the rigidity parameters of the fixed steel sleepers comprise: the transverse rigidity between the connecting bolts for fixing the steel sleeper and the steel longitudinal beam, the longitudinal rigidity between the connecting bolts for fixing the steel sleeper and the steel longitudinal beam, the vertical rigidity between the connecting bolts for fixing the steel sleeper and the steel longitudinal beam, the longitudinal rigidity between the fixing steel sleeper and the steel rail, the transverse rigidity between the fixing steel sleeper and the steel rail and the vertical rigidity between the fixing steel sleeper and the steel rail.
5. The matching optimization method for the telescopic sleeper lifting device and the rail structure of the high-speed railway bridge according to claim 1, wherein the performing computational analysis on the dynamic response of the telescopic sleeper lifting device according to the integrated space mechanics model comprises:
dynamic responses under different driving speeds comprise vertical displacement of a steel rail and a steel sleeper in a beam gap span, wheel rail transverse force, wheel rail vertical force, derailment coefficient, wheel weight unloading rate, vehicle body transverse acceleration, vehicle body vertical acceleration and Sperling indexes;
and the dynamic response under different beam gap width conditions comprises the vertical displacement of a steel rail and a steel sleeper in a beam gap span, the transverse force of a wheel rail, the vertical force of the wheel rail, the derailment coefficient, the wheel weight load shedding rate, the transverse acceleration of a vehicle body, the vertical acceleration of the vehicle body and Sperling indexes.
6. The matching optimization method for the telescopic sleeper lifting device and the rail structure of the high-speed railway bridge according to claim 5, wherein the calculation analysis of the structural strength stability of the telescopic sleeper lifting device according to the integrated space mechanics model comprises the following steps:
and detecting and calculating stability indexes under different working conditions, wherein the stability indexes comprise the maximum vertical displacement of the steel longitudinal beam, the maximum transverse displacement of the steel longitudinal beam, the maximum stress of the steel longitudinal beam, the maximum vertical displacement of the steel rail, the maximum transverse displacement of the steel rail, the maximum stress of the steel rail, the maximum vertical displacement of the sliding steel sleeper, the maximum transverse displacement of the sliding steel sleeper and the maximum stress of the sliding steel sleeper.
7. The matching optimization method for the telescopic sleeper device of the high-speed railway bridge and the rail structure according to claim 6, wherein the working conditions comprise:
working condition 1: the structure only bears the vertical load of 250 kN;
working condition 2: the structure only bears the transverse horizontal load of 100 kN;
working condition 3: the structure only bears the vertical displacement difference of the beam end fulcrum of 1 mm;
working condition 4: the structure simultaneously bears vertical load, horizontal load and beam end fulcrum vertical displacement difference.
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