本文選題：重載鐵路　切入點(diǎn)：橋上曲線　出處：《北京交通大學(xué)》2014年碩士論文

【摘要】：摘要：重載鐵路在穿越地形復(fù)雜地段,為滿足線位控制要求,大量在高架橋上設(shè)置曲線,橋上曲線在列車作用下的力學(xué)性能對線路設(shè)計至關(guān)重要。針對我國重載鐵路中橋上曲線設(shè)置情況,采用理論模型分析了列車荷載作用下的橋梁曲線地段動力響應(yīng),研究得到了曲線地段列車動力作用響應(yīng)影響范圍,主要研究成果如下： (1)建立了比較完整的橋梁曲線地段的動力分析模型,模型考慮了鋼軌、軌枕、道床及橋梁參振特性,分析了曲線地段結(jié)構(gòu)自振規(guī)律,并通過相關(guān)測試數(shù)據(jù)驗證了所建模型。 (2)曲線離心力作用下橋上曲線地段橫向動力響應(yīng)研究表明：列車編組大于4節(jié)后,編組數(shù)不會對曲線地段橫向動力響應(yīng)的幅值和范圍產(chǎn)生影響；橫向動力響應(yīng)幅值隨速度提高而增大,但速度提高不會增大橫向動力響應(yīng)的影響范圍；列車經(jīng)過曲線地段時,離心力作用引起的線路動力響應(yīng)影響到列車運(yùn)行位置相鄰橋跨。 (3)列車軸重荷載作用下橋上曲線地段垂向動力響應(yīng)研究表明：列車編組大于3節(jié)后,編組數(shù)不會對曲線地段的垂向動力響應(yīng)的幅值和范圍產(chǎn)生影響；隨著列車運(yùn)行速度的提高垂向動力響應(yīng)幅值增大,但速度的提高不會增大列車軸重荷載作用下垂向動力響應(yīng)影響范圍；列車行經(jīng)曲線地段時,軸重荷載作用引起的線路動力響應(yīng)影響到列車運(yùn)行位置相鄰橋跨。
[Abstract]:Absrtact: in order to meet the requirement of line position control, heavy haul railway sets up curves on viaduct in order to meet the need of crossing the complex terrain. The mechanical performance of the curve on the bridge under the action of the train is very important to the design of the railway line. In view of the setting of the curve on the bridge in the heavy haul railway in China, the dynamic response of the section of the bridge curve under the train load is analyzed by using the theoretical model. The influence range of train dynamic response in curve section is obtained. The main research results are as follows:. 1) A relatively complete dynamic analysis model of the curved section of the bridge is established. The model takes into account the vibration characteristics of the rail, sleeper, track bed and bridge, analyzes the natural vibration law of the curved section structure, and verifies the model through the relevant test data. 2) under the action of curve centrifugal force, the transverse dynamic response of the curve section on the bridge is studied. The results show that the number of train groups will not affect the amplitude and range of the transverse dynamic response of the curve section after the train formation is greater than 4 knots; The amplitude of lateral dynamic response increases with the increase of velocity, but the increase of speed does not increase the range of influence of lateral dynamic response. When the train passes through the curve section, the line dynamic response caused by centrifugal force affects the adjacent bridge span in the train running position. 3) the vertical dynamic response of the curve section on the bridge under the load of axle load shows that the number of train groups will not affect the amplitude and range of the vertical dynamic response of the curve section after the train formation is larger than 3 knots. With the increase of train speed, the amplitude of vertical dynamic response increases, but the increase of speed does not increase the influence range of vertical dynamic response under axle load. The dynamic response of the track caused by axle load affects the adjacent bridge span in the train running position.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U441.3

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本文編號：1659250