【摘要】：我國(guó)西南地區(qū)山嶺密布,且生態(tài)環(huán)境比較脆弱,為了保證線(xiàn)路平順性和減小列車(chē)運(yùn)行對(duì)沿線(xiàn)環(huán)境的影響,鐵路多以長(zhǎng)大隧道的形式穿越該區(qū)域。同時(shí),該區(qū)域分布了多個(gè)活動(dòng)斷裂帶,往往會(huì)涉及到鐵路隧道穿越活斷層的情況。當(dāng)列車(chē)通過(guò)時(shí),輪軌沖擊產(chǎn)生振動(dòng)并傳至隧道結(jié)構(gòu),反復(fù)作用下隧道結(jié)構(gòu)會(huì)產(chǎn)生裂紋并不斷擴(kuò)展,當(dāng)損傷達(dá)到一定程度時(shí)甚至導(dǎo)致隧道結(jié)構(gòu)整體失效。同時(shí),振動(dòng)在巖土體中傳播,會(huì)擾動(dòng)周?chē)鷰r土層,促進(jìn)斷層發(fā)生錯(cuò)動(dòng)。一旦發(fā)生以上病害,將會(huì)對(duì)鐵路線(xiàn)路和隧道結(jié)構(gòu)的安全造成嚴(yán)重威脅。本文以成蘭鐵路穿越活動(dòng)斷裂帶工程為研究背景,基于有限元理論和輪軌耦合動(dòng)力學(xué)理論,進(jìn)行了一系列靜動(dòng)力學(xué)研究,旨在為活動(dòng)斷裂帶隧道內(nèi)鐵路選擇合適的減振型軌道,降低輪軌振動(dòng)的不利影響。論文主要工作及結(jié)論如下:(1)建立軌道-隧道-活動(dòng)斷裂帶空間模型,采用擬靜力方法模擬斷層錯(cuò)動(dòng)過(guò)程,分析斷層錯(cuò)動(dòng)下軌道結(jié)構(gòu)的受力變形特性。研究表明,在斷層錯(cuò)動(dòng)條件下,無(wú)砟軌道結(jié)構(gòu)出現(xiàn)了類(lèi)似的錯(cuò)動(dòng)變形,底座板和隧道之間出現(xiàn)了離縫;斷層錯(cuò)動(dòng)量達(dá)到15mm時(shí),軌道板所受最大拉應(yīng)力超過(guò)其抗拉強(qiáng)度,發(fā)生破壞;斷層錯(cuò)動(dòng)下,有砟軌道在受力狀態(tài)、軌道結(jié)構(gòu)破壞情況以及線(xiàn)路幾何形位調(diào)整能力等方面均優(yōu)于無(wú)砟軌道,建議在活動(dòng)斷裂帶隧道內(nèi)采用有砟軌道結(jié)構(gòu)。(2)建立車(chē)輛-有砟軌道-隧道耦合動(dòng)力學(xué)模型,從行車(chē)安全舒適性、減振效果等角度出發(fā),分析彈性軌枕和道砟墊對(duì)系統(tǒng)動(dòng)力特性的影響。研究表明,鋪設(shè)彈性軌枕或道砟墊能保證行車(chē)的安全性和平穩(wěn)性;鋪設(shè)彈性軌枕明顯的增大了鋼軌和軌枕的垂向位移,但對(duì)降低道床動(dòng)力響應(yīng)作用顯著;鋪設(shè)道砟墊使得軌道結(jié)構(gòu)位移增加的同時(shí),也惡化了道床的工作狀態(tài);彈性軌枕和道砟墊均發(fā)揮了很好的減振效果,最大減振量分別為26dB、18dB;采用彈性軌枕或道砟墊可減緩列車(chē)沖擊造成的斷層錯(cuò)動(dòng)。(3)分別改變道砟墊面剛度和彈性軌枕枕下墊層剛度,分析參數(shù)變化對(duì)車(chē)輛、軌道結(jié)構(gòu)動(dòng)力響應(yīng)以及減振效果的影響,并據(jù)此提出參數(shù)的合理取值范圍。減振墊層參數(shù)設(shè)置的原則是在控制軌道結(jié)構(gòu)位移、振動(dòng)以及受力的同時(shí),不影響其減振效果,經(jīng)過(guò)系統(tǒng)的對(duì)比分析,建議道砟墊面剛度取100～150MN/m3,彈性軌枕枕下墊層剛度取40～60MN/m。(4)提出隧道回填層采用橡膠混凝土材料的減振新思路,研究橡膠混凝土回填層的減振效果及其對(duì)車(chē)輛、軌道結(jié)構(gòu)動(dòng)力響應(yīng)的影響。研究表明,橡膠混凝土回填層的減振效果明顯,且在全頻域內(nèi)均有體現(xiàn),襯砌的最大減振量為10.3dB;回填層采用橡膠混凝土前后,車(chē)輛、軌道結(jié)構(gòu)的各動(dòng)力學(xué)指標(biāo)變化不大,采用橡膠混凝土回填層不會(huì)加劇輪軌動(dòng)力作用和影響行車(chē)安全。
[Abstract]:The mountains in southwest China are densely distributed and the ecological environment is fragile. In order to ensure the smooth running of the railway line and reduce the impact of train operation on the environment along the line, the railway passes through the area in the form of long tunnel. At the same time, there are many active fault zones in this area, which often involve railway tunnels crossing active faults. When the train passes through, the wheel / rail shock produces vibration and transmits to the tunnel structure. Under repeated action, the tunnel structure will produce cracks and continue to expand, and even lead to the overall failure of the tunnel structure when the damage reaches a certain extent. At the same time, the vibration propagates in the rock and soil, which will disturb the surrounding rock and soil, and promote the fault dislocation. Once the above diseases occur, the safety of railway lines and tunnel structures will be seriously threatened. In this paper, based on finite element theory and wheel-rail coupling dynamics theory, a series of static and dynamic studies are carried out on Cheng-Lan railway crossing active fault zone engineering. The purpose of this paper is to select suitable vibration absorption track for railway in active fault zone tunnel. Reduce the adverse effect of wheel / rail vibration. The main work and conclusions are as follows: (1) the spatial model of track-tunnel-active fault zone is established, and the pseudo-static method is used to simulate the fault dislocation process, and the deformation characteristics of track structure under fault dislocation are analyzed. The study shows that the ballastless track structure has similar staggered deformation under the condition of fault dislocation, and the seams appear between the base plate and the tunnel. When the fault slip momentum reaches 15mm, the maximum tensile stress of the track plate exceeds its tensile strength, resulting in failure. Under fault dislocation, ballastless track is superior to ballastless track in such aspects as stress state, track structure failure and line geometric configuration adjustment ability, etc. It is suggested that the ballasted track structure should be adopted in the active fault zone tunnel. (2) the coupled dynamic model of vehicle-ballasted track and tunnel is established, which starts from the aspects of driving safety and comfort, vibration absorption effect, etc. The influence of elastic sleeper and ballast cushion on the dynamic characteristics of the system is analyzed. The research shows that laying elastic sleeper or ballast cushion can ensure the safety and stability of the train, and the laying of elastic sleeper can obviously increase the vertical displacement of rail and sleeper, but it can significantly reduce the dynamic response of track bed. The displacement of track structure is increased and the working state of track bed is worsened by laying ballast cushion, and the elastic sleeper and ballast pad play a good damping effect, the maximum damping amount is 26 dB ~ 18 dB, respectively. Using elastic sleeper or ballast cushion can slow down the fault dislocation caused by train impact. (3) the stiffness of ballast cushion and the cushion under elastic sleeper are changed respectively, and the change of parameters on vehicle is analyzed. The influence of dynamic response and damping effect of track structure is presented, and the reasonable range of parameters is put forward. The principle of setting the parameters of damping cushion is to control the displacement, vibration and force of track structure without affecting its damping effect. Through the comparative analysis of the system, it is suggested that the stiffness of ballast cushion surface should be taken at 150 MN / m ~ (3). The stiffness of the cushion layer under the elastic sleeper is 40 ~ 60 mn / m ~ (-1). (4) A new idea of reducing vibration of the tunnel backfill layer using rubber concrete material is put forward, and the effect of the rubber concrete backfill layer on the dynamic response of vehicle and track structure is studied. The results show that the damping effect of rubber concrete backfill is obvious, and it is reflected in the whole frequency domain, and the maximum damping capacity of the lining is 10.3dB; The dynamic indexes of vehicle and track structure have little change before and after the backfill layer is used rubber concrete backfill layer will not aggravate the dynamic effect of wheel / rail and affect the driving safety.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類(lèi)號(hào)】：U213.21;U451

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本文編號(hào)：2304410