隧道内无砟轨道上拱变形特征及行车安全性研究

doi:10.16265/j.cnki.issn1003-3033.2024.01.2363

摘要/Abstract

摘要：

为评估高铁隧道内无砟轨道上拱变形对行车安全性的影响,基于实测数据获得无砟轨道上拱变形特征,从而建立仰拱填充层-无砟轨道-车辆系统动力学计算模型。利用计算模型获得不同无砟轨道上拱变形特征对车辆动力响应的影响,进而评估高速行车安全性。结果表明:高铁隧道内无砟轨道上拱变形的实测波长主要范围为3~30 m,幅值主要范围为0~8 mm,其中,以波长10 m、幅值2 mm的上拱变形为主。上拱波长不超过6 m时轮轨力峰值较大,上拱波长在12 m左右时车体垂向加速度峰值较大。波长6 m左右的上拱变形对高速行车安全性的影响显著,具有一定的脱轨风险,应重点关注。

关键词: 高铁隧道, 无砟轨道, 上拱变形, 行车安全性, 动力响应

Abstract:

To evaluate the influence of upper arch deformation on the safety of train operation on ballastless track inside high-speed railway tunnels, the upper arch deformation characteristics of different ballastless tracks were obtained based on measured data. Subsequently, a dynamic calculation model of the coupled system of uplift arch filler layer-ballastless track-vehicle was established. The impact of different upper arch deformation characteristics on the dynamic response of the vehicle was determined by using the calculation model, thereby assessing the safety of high-speed train operation. The results show that the measured wavelength is mainly distributed in 3 to 30 m and the amplitude is mainly distributed in 0 to 8 mm, among which the upper arch deformation is the most prominent with a wavelength of 10 m and an amplitude of 2 mm. When the upper arch wavelength is less than 6 m, the peak value of wheel-rail force is larger, and when the upper arch wavelength is about 12 m, the peak value of vertical acceleration of the vehicle is larger. The upper arch, with a wavelength of about 6 m, has a significant impact on high-speed driving safety and has a certain derailment risk, which should be paid more attention.

Key words: high-speed railway tunnel, ballastless track, upper arch deformation, security of driving, dynamic response

中图分类号:

X951交通运输安全

宋慧来, 林锦镇, 蒋典佑, 张鲁顺, 禹雷. 隧道内无砟轨道上拱变形特征及行车安全性研究[J]. 中国安全科学学报, 2024, 34(1): 187-192.

SONG Huilai, LIN Jinzhen, JIANG Dianyou, ZHANG Lushun, YU Lei. Research on deformation characteristics and driving safety of upper arch of ballastless track in tunnel[J]. China Safety Science Journal, 2024, 34(1): 187-192.

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部件	E/GPa	ρ/(kg·m^-3)	υ
钢轨	210	7 800	0.3
轨道板	36.5	2 500	0.2
自密实混凝土层	32.5	2 500	0.2
底座板	32.5	2 500	0.2
填充层	31.5	2 200	0.3

轮轨动力响应	计算结果	试验结果
脱轨系数	0.085	0.05~0.39
轮重减载率	0.405	0.08~0.45
轮轴横向力/kN	3.1	0.1~25.7
轮轨横向力/kN	7.1	5.3~20.9
轮轨垂向力/kN	114	62.3~99.9