地铁道岔区装配式轨道的安全性能及减振效果

陈鹏; 戴传青; 刘观; 焦雷; 辛涛

doi:10.3969/j.issn.0258-2724.20240234

地铁道岔区装配式轨道的安全性能及减振效果

doi: 10.3969/j.issn.0258-2724.20240234

陈鹏^{1, 2,},
戴传青¹,
刘观²,
焦雷²,
辛涛^{1, 3, ,}

1.
北京交通大学土木建筑工程学院，北京 100044
2.
北京城建设计发展集团股份有限公司，北京 100037
3.
北京交通大学轨道工程北京市重点实验室，北京 100044

基金项目: 国家重点研发计划（2024YFB3713002）；111引智基地项目（B20040）

详细信息

作者简介:
陈鹏（1981—），男，正高级工程师，博士，研究方向为城市轨道交通轨道工程设计及技术创新，E-mail：55974844@qq.corn

通讯作者:
辛涛（1985—），男，教授，博士，研究方向为轨道动力学，E-mail：xint@bjtu.edu.cn

中图分类号: U213.6
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- 被引次数: 0
出版历程
- 收稿日期: 2024-05-14
- 修回日期: 2024-10-25
- 网络出版日期: 2025-09-02

Safety Performance and Vibration Reduction Effects of Prefabricated Slab Track in Metro Turnout Areas

CHEN Peng^{1, 2
,},
DAI Chuanqing¹,
LIU Guan²,
JIAO Lei²,
XIN Tao^{1, 3
, ,}

1.
School of Civil Engineering, Beijing Jiaotong University, Beijing 100044, China
2.
Beijing Urban Construction Design & Development Group Co., Limited, Beijing 100037, China
3.
Beijing Key Laboratory of Track Engineering, Beijing Jiaotong University, Beijing 100044, China

摘要

摘要:
为研究装配式减振轨道应用于地铁道岔区的动力性能，基于考虑了约束效应的板-垫层间接触关系以及道岔区轮轨多点接触理论，以某典型装配式轨道为例，对其在列车荷载作用下的混凝土强度和极限弯矩承载力开展安全性能检算；建立了车-岔-隧耦合动力分析模型，在地铁道岔区采用不同板厚和刚度的装配式减振轨道条件下，利用自编联合仿真程序研究了列车过岔时系统动力学响应和减振效果情况. 研究结果表明：装配式减振轨道在地铁A型车的荷载条件下，轨道板、自密实混凝土层的最大拉应力分别为2.48、1.89 MPa；道岔区各轨道板纵向和横向钢筋的正截面极限弯矩承载力均大于横向荷载弯矩和纵向荷载弯矩；列车以55 km/h的速度通过道岔区，轨道板厚度从180 mm增加到300 mm时，各减振轨道的插入损失分别为8.1、9.3、10.0、10.7 dB，动力响应均满足安全性能要求；当板厚为260 mm，减振垫刚度从0.01 N/mm³增加到0.04 N/mm³时，各工况的插入损失分别为15.0、10.0、8.0、5.2 dB；刚度为0.01 N/mm³时，尖轨和心轨垂向位移分别为4.1 mm和5.2 mm. 综合安全性能、经济效益和减振效果，建议装配式减振轨道板厚为220～260 mm，减振垫刚度为0.019～0.030 N/mm³.
- 城市轨道交通 /
- 道岔 /
- 结构动力学 /
- 振动与控制 /
- 装配式轨道
Abstract:
To investigate the dynamic performance of prefabricated slab tracks (PSTs) applied in metro turnout areas, an analysis was conducted based on the interlayer contact relationship between the slab and the pad considering the constraint effect, as well as the multi-point contact theory in turnout areas. By taking a typical PST as an example, the safety performance in terms of concrete strength and ultimate bending moment capacity under train load was verified. A coupled vehicle–turnout–tunnel dynamic model was established, and a self-developed co-simulation program was used to study the system dynamic responses and vibration reduction effects during train passage through the metro turnout areas under different slab thicknesses and pad stiffnesses. The results show that under the load condition of metro type-A trains, the maximum tensile stresses in the track slab and self-compacting concrete layer are 2.48 MPa and 1.89 MPa, respectively. The cross-section bending moment capacities of longitudinal and transverse reinforcement in turnout areas are significantly greater than the lateral and longitudinal load moments. When the train speed is 55 km/h and the slab thickness increases from 180 mm to 300 mm, the insertion losses are 8.1 dB, 9.3 dB, 10.0 dB, and 10.7 dB, and the dynamic responses all meet the safety requirements. When the slab thickness is 260 mm and the pad stiffness increases from 0.01 N/mm³ to 0.04 N/mm³, the insertion losses are 15.0 dB, 10.0 dB, 8.0 dB, and 5.2 dB, respectively. At a stiffness of 0.01 N/mm³, the vertical displacements of the switch rail and nose rail are 4.1 mm and 5.2 mm, respectively. Considering the safety performance, economic benefits, and vibration reduction effects comprehensively, it is recommended that the slab thickness of the PST is between 220 mm to 260 mm, and the pad stiffness range from 0.019 to 0.030 N/mm³.
- urban rail transit /
- turnout /
- structural dynamics /
- vibration and control /
- prefabricated slab track

HTML全文

图 1 车辆-轨道拓扑结构

Figure 1. Vehicle–track topology structure

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图 2 轮轨两点接触示意

Figure 2. Two-point wheel-rail contact

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图 3 转辙器区轮轨两点接触力

Figure 3. Wheel-rail forces of two-point contact in switch panel

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图 4 9号道岔平面线形（单位：m）

Figure 4. Plan alignment of No.9 turnout (unit: m)

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图 5 装配式轨道断面示意

Figure 5. Cross-section of PST

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图 6 纵断面有限元剖面

Figure 6. Longitudinal finite element section

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图 7 列车直向过岔

Figure 7. Train passing through main line of turnout

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图 8 列车侧向过岔

Figure 8. Train passing through branch line of turnout

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图 9 自密实混凝土层最大拉应力

Figure 9. Maximum tensile stress of self-compacting concrete layer

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图 10 各轨道板极限弯矩承载力及荷载作用下弯矩值

Figure 10. Ultimate bending moment capacity and bending moment under load of each PST slab

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图 11 隧道壁分频振级

Figure 11. Vibration levels of tunnel wall at different frequencies

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图 12 隧道壁最大Z振级

Figure 12. Maximum Z-direction vibration level of tunnel wall

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图 13 不同减振垫刚度下隧道壁垂向振动加速度分频振级

Figure 13. Vertical vibration acceleration levels of tunnel wall with different pad stiffnesses

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图 14 不同减振垫刚度轨道的最大Z振级

Figure 14. Maximum Z-direction vibration level of tunnel wall with different pad stiffnesses

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图 15 列车直向过岔时轮轨力时程图

Figure 15. Time history of wheel-rail forces when train passes through turnout

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图 16 列车直向过岔时安全性指标

Figure 16. Safety indicators when train passes through turnout

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图 17 列车直向过岔时车体加速度

Figure 17. Car body acceleration when train passes through turnout

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图 18 列车过岔时钢轨加速度及位移

Figure 18. Rail acceleration and displacement when the train passes through turnout

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表 1 地铁A型车动力学参数

Table 1. Dynamic parameters of metro type-A vehicle

名称	数值
定距/m	15.7
轴距/m	2.5
车体质量/kg	54880
车体侧滚转动惯量/（kg•m²）	128000
车体点头转动惯量/（kg•m²）	1940000
车体摇头转动惯量/（kg•m²）	1670000
转向架质量/kg	2721
转向架侧滚转动惯量/（kg•m²）	2592
转向架点头转动惯量/（kg•m²）	1752
转向架摇头转动惯量/（kg•m²）	3200
轮对质量/kg	1900
轮对侧滚转动惯量/（kg•m²）	720
轮对摇头转动惯量/（kg•m²）	1783
一系悬挂垂向刚度/（kN·m⁻¹）	2140
一系悬挂垂向阻尼/（kN•s∙m⁻¹）	49
二系悬挂垂向刚度/（kN·m⁻¹）	2500
二系悬挂垂向阻尼/（kN•s∙m⁻¹）	196

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表 2 轨道结构各部件力学参数

Table 2. Mechanical parameters of track components

部件	参数名称	数值
钢轨	弹性模量/Pa	2.06 × 10¹¹
	泊松比	0.33
	密度/（kg·m⁻³）	7850
扣件	垂向刚度/（MN·m⁻¹）	20
	横向刚度/（MN·m⁻¹）	30
	垂/横向阻尼/（N·s·m⁻¹）	5 × 10⁴
轨道板	弹性模量/Pa	3.55 × 10¹⁰
轨道板	密度/（kg·m⁻³）	2500
减振垫	弹性模量/Pa	6.00 × 10⁵
	泊松比	0.20
	密度/（kg·m⁻³）	400
自密实混凝土	弹性模量/Pa	3.25 × 10¹⁰
自密实混凝土	密度/（kg·m⁻³）	2450

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表 3 隧道结构参数

Table 3. Parameters of tunnel structure

部件	参数	数值
隧道壁	弹性模量/Pa	3.60 × 10¹⁰
	泊松比	0.20
	密度/（kg·m⁻³）	2500
土体	弹性模量/Pa	2.00 × 10⁸
	泊松比	0.20
	密度/（kg·m⁻³）	2350

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表 4 振动源强数据结果对比

Table 4. Comparison of vibration source intensity data

结果	隧道壁最大加速度/（m·s⁻²）		轨道板最大加速度/（m·s⁻²）		隧道壁垂向振动加速度主频/Hz		隧道壁主频对应振级/dB
结果	转辙器区	辙叉区	转辙器区	辙叉区	转辙器区	辙叉区	转辙器区	辙叉区
仿真	0.17	0.24	9.71	6.67	63	80	76	74
文献	0.10～0.20	0.20～0.30	3.70～22.20	6.20～7.40	63～80	63～80	70～78	70～76

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表 5 车-岔耦合系统动力学响应

Table 5. Dynamic responses of vehicle–turnout coupling system

板厚/ mm	轮轨垂向力/ kN	横向力/kN		轮重减载率	车体加速度/（m·s⁻²）		Sperling		加速度/（m·s⁻²）		位移量/mm		道床位移/mm
板厚/ mm	轮轨垂向力/ kN	轮轨	轮轴	轮重减载率	垂向	横向	垂向	横向	尖轨	心轨	尖轨	心轨	转辙区	辙叉区
180	118.08	6.53	8.86	0.47	0.10	0.08	0.78	0.92	265.87	380.11	2.32	3.53	1.84	1.75
220	106.78	7.29	10.04	0.34	0.10	0.08	0.78	0.92	269.06	485.88	2.30	3.45	1.81	1.75
260	105.07	7.75	10.98	0.36	0.10	0.08	0.78	0.92	265.29	489.05	2.29	3.41	1.77	1.74
300	102.85	7.97	11.81	0.39	0.10	0.08	0.78	0.92	264.02	324.79	2.29	3.38	1.76	1.73

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