地铁用嵌入式轨道调轨组件优化设计研究
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摘要
嵌入式轨道作为一种新型减振轨道结构,改变了传统轨道结构离散支撑特性。调轨组件是嵌入式轨道精调施工、状态保持和槽内维护的关键部件,其参数的优化设计对改善承轨槽系统受力,提高地铁轨道质量和保证轨道平顺性具有重要意义。根据地铁荷载特性,建立嵌入式轨道承轨槽系统空间有限元精细化模型,对调轨组件的弹性模量、关键尺寸和布置间距关键参数进行优化分析。结果表明:为保证结构强度、足够的支撑能力和轨道的高平顺性,调轨组件弹性模量取值范围宜为0.4~0.8 GPa,宽度宜取60~80 mm,间距宜取为600~1 000 mm;每块长约5 m的轨道板中调轨组件组数不宜少于5组。
As a new type of vibration reduction track,the embedded track has changed the characteristics of the traditional track structure. The track assembly is a key component of the embedded track for fine construction,status maintenance and tank maintenance of the track,and the optimal design of the parameters of the stress on the improvement of rail tank system is significant to improve the quality of metro rail and track irregularity. According to the characteristics of subway load,the spatial finite element model of the embedded rail bearing groove system is established to analyze such key parameters as elastic module,key size and spacing related to rail track assembly. The results show that: in order to ensure the structural strength,sufficient support capacity and high track smoothness,the adjustable rail component elastic modulus range should be 0. 4 ~ 0. 8 GPa,the width should be 60 ~ 80 mm,spacing should be 600 ~ 1 000 mm,and the number of component group of each track slab of some 5 m should not be less than 5.
As a new type of vibration reduction track,the embedded track has changed the characteristics of the traditional track structure. The track assembly is a key component of the embedded track for fine construction,status maintenance and tank maintenance of the track,and the optimal design of the parameters of the stress on the improvement of rail tank system is significant to improve the quality of metro rail and track irregularity. According to the characteristics of subway load,the spatial finite element model of the embedded rail bearing groove system is established to analyze such key parameters as elastic module,key size and spacing related to rail track assembly. The results show that: in order to ensure the structural strength,sufficient support capacity and high track smoothness,the adjustable rail component elastic modulus range should be 0. 4 ~ 0. 8 GPa,the width should be 60 ~ 80 mm,spacing should be 600 ~ 1 000 mm,and the number of component group of each track slab of some 5 m should not be less than 5.
引文
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[8]易欣.硬化段嵌入式轨道板翘曲变形研究[D].成都:西南交通大学,2015.
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[10]秦超红.嵌入式轨道钢轨倾覆性分析[J].城市公共交通,2016(9):33-36.
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[13]罗炯,陈攀,秦超红,等.有轨电车新型嵌入式轨道钢轨抗倾覆性能分析[J].铁道标准设计,2016,60(4):8-12.
[14]李成辉.轨道[M].成都:西南交通大学出版社,2005.
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[2]薛美根,杨立峰.现代有轨电车主要特征与国内外发展研究[J].城市交通,2009(6):716-717.
[3]高江宁.Translohr有轨电车轨道结构[J].城市轨道交通研究,2012(4):98-102.
[4]王志文,张百岁.浅析钢轨嵌入式轨道结构的应用[J].山东工业技术,2015(2):62.
[5]江小州,焦洪林,杨刚,等.嵌入式轨道结构的声振特性参数优化研究[J].噪声与振动控制,2015,35(3):10-14,28.
[6]何远鹏,焦洪林,赵悦,等.嵌入式轨道弹性材料特性对钢轨振动与声辐射的影响[J].噪声与振动控制,2015,35(3):51-55.
[7]秦超红.嵌入式轨道线路稳定性研究[D].成都:西南交通大学,2014.
[8]易欣.硬化段嵌入式轨道板翘曲变形研究[D].成都:西南交通大学,2015.
[9]陈攀,李成辉,易欣,等.有轨电车嵌入式轨道结构几何形位的变化特性分析[J].中国铁路,2014(9):107-112.
[10]秦超红.嵌入式轨道钢轨倾覆性分析[J].城市公共交通,2016(9):33-36.
[11]牛月明,戴月辉.钢轨嵌入式轨道结构及其设计优化[J].城市轨道交通研究,2003(6):100-102.
[12]莫宏愿.嵌入式轨道结构几何参数优化研究[D].成都:西南交通大学,2015.
[13]罗炯,陈攀,秦超红,等.有轨电车新型嵌入式轨道钢轨抗倾覆性能分析[J].铁道标准设计,2016,60(4):8-12.
[14]李成辉.轨道[M].成都:西南交通大学出版社,2005.
[15]刘学毅,赵坪锐,杨荣山,等.客运专线无砟轨道设计理论与方法[M].成都:西南交通大学出版社,2010.
[16]佐藤吉彦.新轨道力学[M].徐涌,等,译.北京:中国铁道出版社,2001.
[17]中华人民共和国住房和城乡建设部.GB 50157—2013地铁设计规范[S].北京:中国建筑工业出版社,2014.