橋上有軌電車梁體和軌道組件評價研究
發(fā)布時間：2019-05-19 11:17
【摘要】：在城市快速高架橋上走行現代有軌電車時,鋼軌采用無縫化設計后由于梁體豎向撓曲變形和梁溫的變化,梁體和鋼軌之間將產生相互作用的梁軌相互作用力。鐵路橋梁研究成果顯示,縱向力對梁體和軌道結構的影響較大。鑒于橋上走行有軌電車是一種全新嘗試并且相關研究較少,所以應對縱向力對軌道結構和梁體的影響展開研究,以便為梁體和軌道結構設計提供驗證和參考。橋上有軌電車軌道結構中的承軌槽、角鋼、梁面預埋鋼墊板彼此間是焊接在一起的,后澆混凝土鋪裝層與下方箱梁形成一個整體組合結構,同幅橋上汽車車道中梁體與鋪裝層簡單疊合構成一個疊合結構。組合梁結構較疊合梁結構其截面特性發(fā)生變化,研究發(fā)現豎向荷載作用下兩種結構相同位置處的截面應力發(fā)生變化。跨中截面最大拉應力增加19.4 MPa,最大壓應力增加2.29 MPa；支座截面頂板梁面處切應力增加13.6MPa；組合梁豎向撓度較疊合梁減小13.7mm,從減小豎向撓度入手組合梁結構更加有利；組合結構較疊合結構各截面頂板處存在剪力滯后現象,近支座位置處截面頂板剪力滯后系數增幅較大�？紤]伸縮力后跨中截面、3L/4跨截面、7L/8跨截面和支座截面的最大正應力和主應力沿高度分布特征都會較只作用豎向力時增加,其中7L/8跨截面底板、頂板的第-主應力增幅分別為12.1MPa和3.59 MPa；支座截面切應力變化不大,但由于縱向力影響截面高度方向上最大切應力出現位置發(fā)生變化；梁體的最大豎向撓度減�。豢v向力引起的支座截面頂板剪力滯后效應較明顯。軌道結構中的角鋼同時承受彎曲剪切力和縱向剪切力。作用縱向力后鋼軌下方角鋼、鋼墊板的最大主應力和切應力都會顯著增大；伸縮力和撓曲力疊加時的結果與只作用伸縮力時的結果相差不大。縱向力最大位置處鋼軌下方角鋼、鋼墊板的最大主應力、切應力也最大。
[Abstract]:When modern tram is used on urban fast viaduct, the beam and rail will interact with each other due to the vertical deflection deformation of beam body and the change of beam temperature after seamless design. The research results of railway bridges show that the longitudinal force has a great influence on the beam and track structure. In view of the fact that tram on bridge is a new attempt and there is little related research, the influence of longitudinal force on track structure and beam body should be studied in order to provide verification and reference for the design of beam body and track structure. The rail bearing slot, angle steel and beam surface embedded steel gasket in the tram track structure on the bridge are welded together with each other, and the post-pouring concrete pavement layer and the lower box girder form an overall composite structure. The beam and pavement in the driveway of the same bridge simply overlap to form a superimposed structure. The cross section characteristics of composite beam structure are different from those of composite beam structure. It is found that the section stress of the two structures changes at the same position under vertical load. The maximum tensile stress in the middle cross section of the span increases by 19.4 MPa, and the maximum compressive stress increases by 13.6 MPA at the surface of the roof beam with 2.29 MPa; bearing section. The vertical deflection of the composite beam is 13.7 mm lower than that of the composite beam, and the composite beam structure is more favorable to reduce the vertical deflection. Compared with the composite structure, the shear lag phenomenon exists at each section roof of the composite structure, and the shear lag coefficient of the section roof near the support position increases greatly. The distribution characteristics of the maximum normal stress and principal stress along the height of the middle span section, the 3L/4 span section, the 7L/8 span section and the bearing section after considering the telescopic force will increase compared with those when the vertical force is only applied, in which the 7L/8 cross section bottom plate will be increased. The increase of principal stress of roof is 12.1MPa and 3.59 MPa;, respectively. The shear stress of the bearing section does not change much, but the position of the maximum shear stress in the direction of the section height is changed due to the longitudinal force, the maximum vertical deflection of the beam body decreases, and the shear lag effect of the roof of the support section caused by the longitudinal force is obvious. The angle steel in the track structure bears both bending shear force and longitudinal shear force. After the longitudinal force is applied, the maximum principal stress and shear stress of the steel gasket plate will increase significantly, and the results when the telescopic force and deflection force are superimposed are not much different from those when only the telescopic force is applied. The maximum principal stress and shear stress of the steel gasket are also the highest at the angle below the rail at the maximum longitudinal force.
【學位授予單位】：西南交通大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U441.7;U492.433
本文編號：2480686
[Abstract]:When modern tram is used on urban fast viaduct, the beam and rail will interact with each other due to the vertical deflection deformation of beam body and the change of beam temperature after seamless design. The research results of railway bridges show that the longitudinal force has a great influence on the beam and track structure. In view of the fact that tram on bridge is a new attempt and there is little related research, the influence of longitudinal force on track structure and beam body should be studied in order to provide verification and reference for the design of beam body and track structure. The rail bearing slot, angle steel and beam surface embedded steel gasket in the tram track structure on the bridge are welded together with each other, and the post-pouring concrete pavement layer and the lower box girder form an overall composite structure. The beam and pavement in the driveway of the same bridge simply overlap to form a superimposed structure. The cross section characteristics of composite beam structure are different from those of composite beam structure. It is found that the section stress of the two structures changes at the same position under vertical load. The maximum tensile stress in the middle cross section of the span increases by 19.4 MPa, and the maximum compressive stress increases by 13.6 MPA at the surface of the roof beam with 2.29 MPa; bearing section. The vertical deflection of the composite beam is 13.7 mm lower than that of the composite beam, and the composite beam structure is more favorable to reduce the vertical deflection. Compared with the composite structure, the shear lag phenomenon exists at each section roof of the composite structure, and the shear lag coefficient of the section roof near the support position increases greatly. The distribution characteristics of the maximum normal stress and principal stress along the height of the middle span section, the 3L/4 span section, the 7L/8 span section and the bearing section after considering the telescopic force will increase compared with those when the vertical force is only applied, in which the 7L/8 cross section bottom plate will be increased. The increase of principal stress of roof is 12.1MPa and 3.59 MPa;, respectively. The shear stress of the bearing section does not change much, but the position of the maximum shear stress in the direction of the section height is changed due to the longitudinal force, the maximum vertical deflection of the beam body decreases, and the shear lag effect of the roof of the support section caused by the longitudinal force is obvious. The angle steel in the track structure bears both bending shear force and longitudinal shear force. After the longitudinal force is applied, the maximum principal stress and shear stress of the steel gasket plate will increase significantly, and the results when the telescopic force and deflection force are superimposed are not much different from those when only the telescopic force is applied. The maximum principal stress and shear stress of the steel gasket are also the highest at the angle below the rail at the maximum longitudinal force.
【學位授予單位】：西南交通大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U441.7;U492.433
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