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极限轨面折角条件下高速铁路路桥过渡段动力特性

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为了探究路桥过渡段在高速行车条件下的动力特性,建立传统型、搭板型和桩板型三种形式路桥过渡段的三维有限元模型,研究1‰极限轨面折角以及350、400 km/h两种车速条件下三种路桥过渡段的动力响应.结果表明:1‰极限轨面折角条件下,车速由350 km/h提高为400 km/h时,三种路桥过渡段的路基表面竖向动变形和竖向加速度都有所增大,但均未超过现行350 km/h车速时的规范限值,现行过渡段设计要求对传统型、搭板型和桩板型三种路桥过渡段仍适用于车速400 km/h条件;搭板型路桥过渡段的竖向动变形、加速度最值分别为0.10 mm、0.50 m/s2,均小于各自限值,且可通过搭板减小路桥交界处差异沉降,并降低施工难度和工程造价;综合考虑路基动力响应要求、对差异沉降的控制效果、施工难度以及经济性,三种路桥过渡段中搭板型路桥过渡段综合性能较优..
Research on Dynamic Characteristics of High Speed Railway Subgrade-Bridge Transition Section Under Extreme Rail Surface Bending Angle Conditions
In order to explore the dynamic characteristics of subgrade-bridge transition sections under high speed driving conditions,three-dimensional finite element models were established for three types of subgrade-bridge transition sections:traditional type,joining slab type,and pile-slab type.The dynamic response of three types of subgrade-bridge transition sections was studied under the 1‰ ultimate rail surface deflection angle and two speed conditions of 350 km/h and 400 km/h.The results show that under the condition of 1‰ ultimate rail surface deflection angle,when the train speed increases from 350 km/h to 400 km/h,the vertical dynamic deformation and vertical acceleration of the subgrade surface in the three types of subgrade-bridge transition sections all increase,but they do not exceed the standard limit values at the current 350 km/h.The current design requirements for transition sections are still applicable to the traditional,joining slab type,and pile-slab type subgrade-bridge transition sections under the condition of train speed of 400 km/h.The maximum vertical dynamic deformation and acceleration of the transition section of the joining slab type subgrade-bridge transition section are 0.10 mm and 0.50 m/s2,respectively,which are less than their respective limits.Moreover,the differential settlement at the junction of the subgrade and bridge can be reduced through the joining slab,and the construction difficulty and engineering cost can be reduced.Taking into account the dynamic response requirements of the subgrade,the control effect on differential settlement,the construction difficulty,and the economy,the joining slab type subgrade-bridge transition section has the best comprehensive performance among the three types of subgrade-bridge transition sections.

high speed railwaydynamic characteristicsnumerical simulationsubgrade-bridge transition section400 km/hcomprehensive performance

李泰灃、孙庆华、陈曦、王李阳、刘振宇、刘宗祺、崔柳生

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中国铁道科学研究院集团有限公司 铁道建筑研究院,北京 100081

北京交通大学 城市地下工程教育部重点实验室,北京 100044

高速铁路 动力特性 数值仿真 路桥过渡段 时速400km 综合性能

国家重点研发计划中国国家铁路集团有限公司科技研发计划中国铁道科学研究院集团有限公司项目

2022YFB2603305P2021G0532023YJ218

2024

10.3969/j.issn.1003-1995.2024.03.03

铁道建筑
中国铁道科学研究院

铁道建筑

北大核心
影响因子：0.623
ISSN：1003-1995
年,卷(期)：2024.64(3)
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