本文關(guān)鍵詞：有軌電車路基段縱向軌枕軌道結(jié)構(gòu)受力特性及優(yōu)化研究　出處：《西南交通大學(xué)》2016年碩士論文　論文類型：學(xué)位論文

  更多相關(guān)文章： 有軌電車 軌道結(jié)構(gòu) 汽車荷載 受力特性 尺寸優(yōu)化

【摘要】：有軌電車路基上縱向軌枕軌道結(jié)構(gòu)是一種新型的鋼軌嵌入式軌道結(jié)構(gòu),具有結(jié)構(gòu)高度小、施工方便、平順性高等優(yōu)點(diǎn),目前尚未在國(guó)內(nèi)大規(guī)模應(yīng)用。本文總結(jié)了有軌電車軌道結(jié)構(gòu)的發(fā)展及研究情況,根據(jù)路基上共用路權(quán)縱向軌枕軌道結(jié)構(gòu)的特點(diǎn),建立了結(jié)構(gòu)的力學(xué)分析模型和有限元計(jì)算模型,并對(duì)各項(xiàng)荷載作用下軌道結(jié)構(gòu)的受力特性和結(jié)構(gòu)尺寸參數(shù)的取值進(jìn)行了研究。主要研究?jī)?nèi)容及成果包括：(1)分析了3種有軌電車荷載工況,得出有軌電車荷載作用下的軌道結(jié)構(gòu)縱橫向應(yīng)力、彎矩極值,其中縱向負(fù)彎矩達(dá)到縱向正彎矩的一半左右；分析了4種汽車荷載工況,得出汽車荷載作用下軌道結(jié)構(gòu)的縱橫向彎矩和路基面最大變形值均大于列車荷載工況,主要是由于考慮了板角汽車荷載所致。(2)正溫度梯度作用時(shí),在自重、鋼軌和板中列車荷載的共同約束下,道床板的最大縱向翹曲應(yīng)力和橫向翹曲應(yīng)力分別達(dá)到完全約束條件下的66%、17%；負(fù)溫度梯度作用時(shí),考慮板中列車荷載和板端列車荷載的約束,得出不同約束工況下的道床板最大縱向翹曲應(yīng)力和橫向翹曲應(yīng)力分別達(dá)到完全約束條件下的70%、15%;20mm/20m半波正弦不均勻沉降曲線作用時(shí),基于彈性基礎(chǔ)有限元法計(jì)算的軌道結(jié)構(gòu)附加縱彎矩最大值為剛性基礎(chǔ)法簡(jiǎn)化計(jì)算結(jié)果的59%。(3)從減小軌道結(jié)構(gòu)受力、變形和節(jié)省成本的角度出發(fā),考慮列車荷載、溫度梯度、基礎(chǔ)不均勻變形的作用,對(duì)道床板厚度和軌道結(jié)構(gòu)單元長(zhǎng)度的合理取值范圍進(jìn)行了研究,提出道床板厚度宜取值0.15m-0.18m,結(jié)構(gòu)單元長(zhǎng)度宜取值5m-6m。
[Abstract]:The longitudinal sleeper track structure on the tramcar roadbed is a new type of rail embedded track structure, which has the advantages of small structure height, convenient construction, high ride comfort and so on. This paper summarizes the development and research situation of the tram track structure, according to the characteristics of the common right longitudinal sleeper track structure on the roadbed. The mechanical analysis model and finite element calculation model of the structure are established. The stress characteristics of track structure and the selection of structural dimension parameters under various loads are studied. The main research contents and results include: 1) the load conditions of three kinds of trams are analyzed. The longitudinal and transverse stress and bending moment extremum of track structure under tram load are obtained, in which the longitudinal negative moment is about half of the longitudinal positive moment. The results show that the longitudinal and transverse bending moment of track structure and the maximum deformation of roadbed are all larger than those of train load. It is mainly due to the consideration of the plate angle vehicle load caused by the positive temperature gradient, under the constraints of self-weight, rail and train load in the plate. The maximum longitudinal warping stress and transverse warping stress of the bed plate are 6617 and 6617, respectively. When the temperature gradient is negative, the train load in the plate and the train load at the end of the plate are taken into account. The maximum longitudinal warping stress and transverse warping stress of the pavement slab under different confined conditions are 70 / 15 respectively under the condition of complete restraint. When the sinusoidal inhomogeneous settlement curve of 20mm / 20m half-wave is acted on. The maximum value of additional longitudinal moment of track structure calculated by finite element method based on elastic foundation is 59th of the simplified calculation result of rigid foundation method) from the point of view of reducing the stress deformation and saving cost of track structure. Considering the effect of train load, temperature gradient and uneven deformation of foundation, the reasonable value range of the thickness of track bed and the length of track structure unit is studied. It is suggested that the thickness of bed plate should be 0.15m-0.18m, and the length of structural unit should be 5m-6m.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類號(hào)】：U492.433;U213.2

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