本文選題：鐵路橋梁 + 橋梁工程��； 參考：《鐵道學(xué)報》2017年05期

【摘要】：通過建立(72+128+72)m高速鐵路大跨度連續(xù)剛構(gòu)橋-雙線無砟軌道系統(tǒng)仿真模型,揭示收縮徐變作用下大跨度連續(xù)剛構(gòu)橋與軌道相互作用規(guī)律,分析收縮徐變模式、混凝土養(yǎng)護(hù)條件等主要設(shè)計參數(shù)對系統(tǒng)受力和變形的影響,探討采用整體升溫代替收縮徐變效應(yīng)計算的可行性。研究表明:隨著服役時間的延長,收縮徐變作用下系統(tǒng)的受力與變形逐漸增大;采用梁體降溫30℃計算的鋼軌應(yīng)力和豎向位移無法包絡(luò)收縮徐變效應(yīng)引起的鋼軌應(yīng)力和位移,《高速鐵路設(shè)計規(guī)范》中建議采用整體降溫10℃來模擬收縮徐變的方法并不適用于梁-軌相互作用分析。
[Abstract]:By establishing the simulation model of large-span continuous rigid frame bridge and double-track ballastless track system in the high-speed railway, the interaction law between long-span continuous rigid frame bridge and track under the action of shrinkage and creep is revealed, and the mode of shrinkage and creep is analyzed. The influence of the main design parameters such as the curing conditions of concrete on the stress and deformation of the system is discussed. The feasibility of calculating the effect of shrinkage and creep by using integral heating instead of shrinkage and creep is discussed. The results show that: with the extension of service time, the stress and deformation of the system increase gradually under the action of shrinkage and creep; The rail stress and displacement caused by rail stress and vertical displacement which can not be enveloped by shrinkage and creep caused by beam cooling at 30 鈩，

本文編號：1883904