Theoretical and Experimental Study on Design Scheme of Vibration Damping Prefabricated Track
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摘要:
为适应城市轨道交通大规模建设和满足减振需求,提出一种新型装配式无砟轨道结构,建立车辆-无砟轨道耦合动力分析模型和室内实尺试验模型,对减振型装配式轨道结构力学性能进行研究. 研究表明:减振型装配轨道结构在列车动载作用下的系统动力响应指标均在安全限值范围内,满足行车安全性和舒适性要求;静载试验轨道结构混凝土最大压应变为 −129.6 μ
ε ,远小于混凝土极限应变值;卸载后残余变形很小,轨道弹性较好,结构承载能力满足要求;在疲劳荷载作用下,结构整体受力变形较小,未见裂纹,抗疲劳性能良好;轨道振动从上往下逐层递减,频率为100~125 Hz,最大减振效果可达12.4 dB,结构减振效果显著且减振稳定性较好.Abstract:In order to adapt to the large-scale construction of urban rail transit and meet the needs of vibration reduction, a new type of prefabricated ballastless track structure is proposed. The vehicle ballastless track coupling dynamic analysis model and indoor full-scale test model are established to study the mechanical properties of the vibration reduction prefabricated track structure. The results show that the system dynamic response indexes of vibration damping assembled track structure under the action of train dynamic load are within the safety limit, meeting the requirements of driving safety and comfort. The maximum compressive strain of track structure concrete in static load test is −129.6 με, which is far less than the limit strain of concrete. After unloading, the residual deformation is very small, the track elasticity is good, and the structural bearing capacity meets the requirements. Under the action of fatigue load, the overall deformation of the structure is small, no crack is found, and the anti fatigue performance is good. The track vibration decreases layer by layer from top to bottom, the frequency is between 100−125 Hz, the maximum vibration reduction effect can reach 12.4 dB, the structure vibration reduction effect is significant and the vibration reduction stability is good.
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Key words:
- urban rail transit /
- prefabricated track /
- structural design /
- theoretical analysis /
- full scale model
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表 1 轨道结构模型参数
Table 1. Track structure model parameters
部件 弹性模量/GPa 泊松比 密度/(kg·m−3) 钢轨 206.0 0.3 7800 轨道板 36.5 0.2 2500 混凝土垫层 34.0 0.2 2400 基座 34.0 0.2 2500 限位构件 34.0 0.2 2500 表 2 车-轨动力响应统计
Table 2. Statistics of vehicle-rail dynamic response
动力响应指标 峰值 轮轨横向力/kN 5.457 轮轨垂向力/kN 73.115 脱轨系数 0.073 轮重减载率 0.108 表 3 系统动力响应统计
Table 3. Statistics of system dynamic response
项目 动力响应指标 峰值 车体 垂向加速度/(m·s−2) 0.429 横向加速度/(m·s−2) 0.285 钢轨 垂向加速度/(m·s−2) 190.380 垂向位移/mm 2.141 轨道板 垂向加速度/(m·s−2) 31.200 垂向位移/mm 0.812 混凝土垫层 垂向加速度/(m·s−2) 26.020 垂向位移/mm 0.761 基座 垂向加速度/(m·s−2) 1.160 垂向位移/mm 0.122 -
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