CN113111554B - Deformation index calculation method for temporary overhead line of high-speed railway passing 80km per hour - Google Patents
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Abstract
The invention discloses a deformation index calculation method for a temporary overhead line of a high-speed railway passing 80km per hour, which is used for calculating and obtaining deformation control indexes used for guiding the structural design of an overhead device in a design stage and a static geometrical irregularity tolerance deviation management value of a temporary overhead line track in an operation stage. The principle of determining the deformation control index is that a 10m chord measurement value limit value caused by deformation or deflection of a temporary overhead device is obtained after the random irregularity influence of the track is subtracted on the basis of a static geometric irregularity tolerance deviation management value of a common speed railway track; the principle of determining the allowable deviation management value of the static geometrical irregularity of the track is that the total limit value of the static geometrical irregularity of the track is determined according to the standard of the common speed railway and the standard of the high speed railway, and the allowable deviation management value of the static geometrical irregularity of the track of the temporary overhead line is not more than the total limit value of the static geometrical irregularity of the track after being overlapped with the deformation of the overhead device.
Description
Technical Field
The invention relates to the technical field of railway traffic, in particular to a method for calculating deformation indexes of a temporary overhead line of a high-speed railway passing at 80km per hour.
Background
According to the operation practice of the high-speed railway in China, the ballastless track of the high-speed railway is generally normal in structural state, but under the action of long-term train operation load and external environment, the mortar layer is bonded and gradually fails, and the conditions of damage to the reinforced concrete supporting layer and arching of cracks of the track slab occur occasionally, so that the geometric shape and position of the track are poor, and an overhead line is required to be repaired. Temporary overhead of the existing line is an important measure for ensuring normal operation of trains and maintaining traffic order in the process of line maintenance, and structural deformation indexes of overhead devices and static geometric irregularity tolerance deviation management values of rails in the temporary overhead line are key for ensuring safe operation of the temporary overhead line.
At present, according to the 'working safety regulations of high-speed railway' (trial run), when a temporary line is erected by using a rail beam, an I-beam or a D-shaped convenient beam, the maximum allowable speed of a train is 45km/h, and the vertical deflection of the I-beam and the D-shaped convenient beam is not more than 1/400 of the span of the I-beam and the D-shaped convenient beam. The rule also provides that in the construction operation of the bridge tunnel culvert, the train release conditions can be determined according to the construction operation design files approved by examination for the conditions of ' installing or removing rails Shu Liang, I-steel stringers, D-shaped temporary beams and stringers of a longitudinal and transverse beam system on a line ', removing the beams of the D-shaped temporary beams ', ' repairing the damage of the inverted arch of the tunnel and the bottom of the replaced tunnel ', ' influencing the driving safety of other complex bridge tunnels '. However, the rule only prescribes the speed of the train and the vertical deflection of overhead equipment, but does not prescribe the structural deformation index of the overhead device and the static geometrical irregularity tolerance of the track, and along with the diversification of the high-speed railway overhead device and the subsequent requirement of the temporary overhead line train speed increase, the rule has a certain defect, and the running order of the high-speed railway and the running safety estimation of the overhead line are influenced to a certain extent.
Therefore, how to obtain the deformation control index of the temporary overhead line and meet the requirement of high-speed traffic of the train is a problem that needs to be solved by the technicians in the field.
Disclosure of Invention
In view of the above, the invention provides a method for calculating deformation indexes of a temporary overhead line of a high-speed railway passing at a speed of 80km, which aims at the temporary overhead line of the high-speed railway, provides a temporary overhead line deformation control standard capable of meeting the passing at the speed of 80km based on operation safety, and is used for guiding the structural design of a temporary overhead device and the construction operation of the temporary overhead line and guaranteeing the safety of the temporary overhead line.
In order to achieve the above purpose, the present invention adopts the following technical scheme:
a deformation index calculation method for a temporary overhead line of a high-speed railway passing at 80km per hour comprises the following steps:
step 1: acquiring a static geometric irregularity tolerance deviation management value of a track of a common speed railway line, and obtaining a 10m chord measurement value limit value caused by deformation or deflection of a temporary overhead device after deducting a random irregularity influence value of the track;
step 2: acquiring overhead device parameters and actual operation train axle weights, and constructing a temporary overhead line track static geometric irregularity tolerance deviation management value by combining the common speed railway and the high speed railway track static geometric irregularity tolerance deviation management value;
step 3: in the design stage, the deformation index of the overhead device is used as the 10m chord measurement value limit value of the deformation or deflection of the overhead device, so as to guide the structural design of the overhead device; in the operation stage, line geometric line shape management is carried out according to a temporary track static geometric irregularity tolerance deviation management value as an overhead line deformation index, an overhead line is detected when a temporary line is erected, track static geometric line shape parameters are collected, the track static geometric line shape parameters and the overhead line deformation index are compared and judged, and the judgment result is used for guiding the construction of the temporary overhead line of the high-speed railway; the 10m chord measurement limit value comprises a high chord measurement limit value, a low chord measurement limit value, a rail direction chord measurement limit value and a horizontal irregularity limit value, the mid-span vertical displacement of the temporary overhead device does not exceed the high chord measurement limit value and the low chord measurement limit value, the mid-span transverse displacement of the temporary overhead device does not exceed the rail direction chord measurement limit value, and the difference value of the vertical displacements of the two mid-span longitudinal beams of the temporary overhead device does not exceed the horizontal irregularity limit value.
Preferably, the static geometrical irregularity tolerance management value of the temporary overhead line track in the step 2 includes a first speed grade limit and a second speed grade limit; the first speed grade limit value is 80km/h, the second speed grade limit value is 60km/h, and the first speed grade 60-80 km/h and the second speed grade 0-60 km/h are formed; the management value parameters of the temporary overhead line track static geometric irregularity tolerance deviation management value comprise a track height irregularity value, a horizontal irregularity value, a track direction irregularity value and a torsion irregularity value.
Preferably, step 11: obtaining a static geometrical irregularity actual measurement value of a typical common speed railway track, and carrying out statistical analysis to obtain a 10m chord measurement value of the random irregularity of the temporary overhead area track of the high speed railway;
step 12: calculating 80km/h according to the static geometric irregularity tolerance deviation management value of the common speed railway line track<v max The average value of corresponding values in planned maintenance and temporary repair of the positive line less than or equal to 120km/h is obtained, and the total geometric irregularity limit value of the temporary overhead line is obtained;
step 13: the geometric irregularity total limit value of the temporary overhead line is deducted from the random irregularity 10m chord measurement value, and the 10m chord measurement value limit value is caused by deformation or deflection of the temporary overhead device.
Preferably, the random irregularity 10m chord measurement value includes a track direction irregularity 10m chord measurement value, a high and low irregularity chord measurement value and a horizontal irregularity value, and the values are respectively a maximum vector value of the track direction irregularity 10m chord measurement value, a maximum vector value of the high and low irregularity 10m chord measurement value and the horizontal irregularity value, which are determined by carrying out statistical analysis on a static geometrical irregularity measured value of a typical common speed railway track.
Preferably, step 21: selecting v in the static geometric irregularity tolerance deviation management value of the common speed railway line track max The temporary repair management values which are less than or equal to 80km/h positive line and corresponding to the departure line are used as the total limit value of the static geometrical irregularity of the track of the temporary overhead line of 60-80 km/h, including the total limit value of the height irregularity, the total limit value of the horizontal irregularity and the total limit value of the track direction irregularity; obtaining a static geometric irregularity tolerance deviation management value of a line track of 200-250 km/h, and setting a total limit value of torsion irregularity to be 10mm/3m; acquiring overhead device parameters and the axle weight of an actual operation train;
step 22: setting the most unfavorable position of the load of the actual operation train acting on the mid-span vertical displacement of the overhead device, calculating the vertical deflection deformation value of the overhead device, subtracting the vertical deflection deformation value of the overhead device from the total limit value of the height irregularity to obtain a 60-80 km/h speed grade level irregularity value, and superposing the 60-80 km/h speed grade level irregularity value according to the relaxation threshold to obtain a 0-60 km/h speed grade level irregularity value; setting a relaxation threshold value to be 2mm;
step 23: setting a single axle of an actual operation train to act on a mid-span position of an overhead device in a full unbalanced load manner, calculating the maximum value of the vertical deflection difference of the two lower longitudinal beams of the two steel rails, subtracting the maximum value of the vertical deflection difference of the two longitudinal beams from the total horizontal deflection value to obtain a horizontal deflection value of a speed grade of 60-80 km/h, and superposing the horizontal deflection value of the speed grade of 60-80 km/h according to a relaxation threshold to obtain a horizontal deflection value of the speed grade of 0-60 km/h;
step 24: setting a transverse swinging force with a load of 100kN to act on the mid-span position of the overhead device, calculating a mid-span transverse displacement value of the overhead device, subtracting the mid-span transverse displacement value of the overhead device from a total limit value of track irregularity to obtain a track irregularity value of 60-80 km/h speed grade, and superposing the track irregularity value of 60-80 km/h speed grade according to a relaxation threshold to obtain a track irregularity value of 0-60 km/h speed grade;
step 25: setting a single axle of an actual operation train to act on a mid-span position of an overhead device in a complete unbalanced load manner, calculating the maximum value of the vertical deflection difference of the two lower longitudinal beams of the steel rails, subtracting the maximum value of the vertical deflection difference of the two longitudinal beams from the total limit value of the torsion irregularity to obtain a speed grade torsion irregularity value of 60-80 km/h, and superposing the speed grade torsion irregularity value of 60-80 km/h according to a relaxation threshold to obtain a speed grade torsion irregularity value of 0-60 km/h;
step 26: the high-low irregularity value, the horizontal irregularity value, the rail direction irregularity value and the torsion irregularity value form a temporary overhead line track static geometry irregularity tolerance deviation management value.
Compared with the prior art, the invention discloses a deformation index calculation method for a temporary overhead line of a high-speed railway passing 80km per hour, which is used for calculating and obtaining a deformation control index 10m chord measurement value limit value used for guiding the structural design of an overhead device in a design stage and a static geometric irregularity tolerance management value of the temporary overhead line in an operation stage. The principle of determining the deformation control index is that a 10m chord measurement value limit value caused by deformation or deflection of a temporary overhead device is obtained after the random irregularity influence of the track is subtracted on the basis of a static geometric irregularity tolerance deviation management value of a common speed railway track; the method comprises the steps of determining a total limit value of the static geometrical irregularity of a track according to a common speed railway standard and a high speed railway standard, determining the total limit value of the static geometrical irregularity of the track of a temporary overhead line according to the common speed railway standard and the high speed railway standard, wherein the total limit value of the static geometrical irregularity of the track of the temporary overhead line is determined by referring to the total limit value of the static geometrical irregularity of the track in the high speed railway ballastless track line maintenance rule and the common speed railway line maintenance rule, and subtracting the total limit value from the deformation of an overhead device to obtain the total limit value of the static geometrical irregularity of the track of the temporary overhead line.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flowchart of a method for calculating deformation index of a temporary overhead line of a high-speed railway.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment of the invention discloses a deformation index calculation method for a temporary overhead line of a high-speed railway passing 80km per hour, which comprises the following steps:
s1: acquiring a static geometric irregularity tolerance deviation management value of a track of a common speed railway line, and obtaining a 10m chord measurement value limit value caused by deformation or deflection of a temporary overhead device after deducting a random irregularity influence value of the track;
s11: obtaining a static geometrical irregularity actual measurement value of a typical common speed railway track, and carrying out statistical analysis to obtain a 10m chord measurement value of track direction and height irregularity and a horizontal irregularity value; selecting a rail direction irregularity 10m chord measurement value, a maximum vector value of a height irregularity 10m chord measurement value and a horizontal irregularity value as random irregularity 10m chord measurement values;
s12: according to the static geometrical irregularity tolerance deviation management value of the common speed railway line track,calculating 80km/h<v max The average value of corresponding values in planned maintenance and temporary repair of the positive line less than or equal to 120km/h is obtained, and the total geometric irregularity limit value of the temporary overhead line is obtained;
s13: subtracting a 10m chord measurement value limit value caused by deformation or deflection of the temporary overhead device from a total geometric irregularity limit value of the temporary overhead line;
s2: acquiring overhead device parameters and actual operating train axle weights, and constructing a temporary overhead line track static geometry irregularity tolerance deviation management value by combining static geometry irregularity tolerance deviation management values of a common speed railway and a high speed railway track, wherein the temporary overhead line track static geometry irregularity tolerance deviation management value comprises two speed grades of 0-60 km/h and 60-80 km/h, and the management value parameters comprise a track height irregularity value, a horizontal irregularity value, a track direction irregularity value and a torsion irregularity value;
s21: selecting v in the allowable deviation management value of static geometric irregularity of the track of' common speed railway line repair rules max The temporary repair management values which are less than or equal to 80km/h positive line and corresponding to the departure line are used as the total limit value of the static geometrical irregularity of the track of the temporary overhead line of 60-80 km/h, including the total limit value of the height irregularity, the total limit value of the horizontal irregularity and the total limit value of the track direction irregularity; setting a total limit value of distortion irregularity as 10mm/3m according to a 200-250 km/h line track static geometry tolerance deviation management value in a high-speed railway ballastless track line maintenance rule; acquiring overhead device parameters and the axle weight of an actual operation train;
s22: setting the most unfavorable position of the load of the actual operation train acting on the mid-span vertical displacement of the overhead device, calculating the vertical deflection deformation value of the overhead device, subtracting the vertical deflection deformation value of the overhead device from the total limit value of the height irregularity to obtain a 60-80 km/h speed grade level irregularity value, and superposing the 60-80 km/h speed grade level irregularity value according to the relaxation threshold to obtain a 0-60 km/h speed grade level irregularity value; setting a relaxation threshold value to be 2mm;
s23: setting a single axle of an actual operation train to act on a mid-span position of an overhead device in a full unbalanced load manner, calculating the maximum value of the vertical deflection difference of the two lower longitudinal beams of the two steel rails, subtracting the maximum value of the vertical deflection difference of the two longitudinal beams from the total horizontal deflection value to obtain a horizontal deflection value of a speed grade of 60-80 km/h, and superposing the horizontal deflection value of the speed grade of 60-80 km/h according to a relaxation threshold to obtain a horizontal deflection value of the speed grade of 0-60 km/h;
s24: setting a transverse swinging force with a load of 100kN to act on the mid-span position of the overhead device, calculating a mid-span transverse displacement value of the overhead device, subtracting the mid-span transverse displacement value of the overhead device from a total limit value of track irregularity to obtain a track irregularity value of 60-80 km/h speed grade, and superposing the track irregularity value of 60-80 km/h speed grade according to a relaxation threshold to obtain a track irregularity value of 0-60 km/h speed grade;
s25: setting a single axle of an actual operation train to act on a mid-span position of an overhead device in a complete unbalanced load manner, calculating the maximum value of the vertical deflection difference of the two lower longitudinal beams of the steel rails, subtracting the maximum value of the vertical deflection difference of the two longitudinal beams from the total limit value of the torsion irregularity to obtain a speed grade torsion irregularity value of 60-80 km/h, and superposing the speed grade torsion irregularity value of 60-80 km/h according to a relaxation threshold to obtain a speed grade torsion irregularity value of 0-60 km/h;
s26: the high-low irregularity value, the horizontal irregularity value, the rail direction irregularity value and the torsion irregularity value form a temporary overhead line track static geometry irregularity tolerance deviation management value;
s3: in the design stage, the deformation index of the overhead device is used as the 10m chord measurement value limit value of the deformation or deflection of the overhead device, so as to guide the structural design of the overhead device; and in the operation stage, line geometric line shape management is carried out according to the temporary line track static geometric irregularity tolerance deviation management value as an overhead line deformation index, the overhead line is detected when the temporary line is erected, track static geometric line shape parameters are collected, the track static geometric line shape parameters and the overhead line deformation index are compared and judged, and the judgment result is used for guiding the construction of the temporary overhead line of the high-speed railway.
Examples
The deformation control index of the temporary overhead line of the high-speed railway, which is obtained by calculation through the calculation method, comprises two parts, namely a deformation control index used for guiding the structural design of the overhead device in the design stage and a static geometric linear tolerance deviation management value of the temporary overhead line track in the operation stage.
1. Deformation control index of overhead device in design stage
The span of the temporary overhead device is set to be about 10m, the wavelength range aimed by dynamic geometric irregularity management of the track is 1.5-42 m according to the high-speed railway ballastless track line maintenance rule and the common-speed railway line maintenance rule, the method is not suitable for track state evaluation of the temporary overhead device area, and the static geometric irregularity management of the track adopts a 10m chord measurement method and can be used for guiding deformation control of the temporary overhead device with the span of about 10m.
The random irregularity of the track of the temporary overhead section is affected by construction, and the track state is weaker than that of a high-speed railway under normal operation conditions, but the standard of a common-speed railway under normal operation conditions is met. Therefore, the principle of determining the deformation control index of the temporary overhead device is that the 10m chord measurement value limit value caused by the deformation or the deflection of the temporary overhead device is obtained after the random irregularity influence of the track is deducted on the basis of the allowable deviation management value of the static geometric irregularity of the track of the common speed railway.
And obtaining a static geometric irregularity tolerance deviation management value of the railway track of the common speed railway, wherein the static geometric irregularity tolerance deviation management value is shown in table 1 and is selected from table 6.2.1-1 of the repair rule of the railway track of the common speed railway. And carrying out statistical analysis on the static geometrical irregularity measured values of the typical common speed railway track to respectively obtain a 10m chord measured value of the random irregularity of the temporary overhead area track of the high speed railway, wherein the 10m chord measured value of the height is 4.5mm, and the horizontal irregularity value is 5.0mm.
Table 1 static geometry irregularity tolerance values for railway line track of common speed railway (concrete sleeper line, mm)
Note that: (1) the rail direction deviation and the height deviation are the maximum vector value measured by 10m chords; (2) v max The maximum running speed of the train.
Static state of the combined table 1 common speed railway trackThe geometric irregularity tolerance deviation management value is taken as the geometric irregularity total limit value of the temporary overhead line to be 80km/h<v max And (3) subtracting the total limit value from the measured value of the track random irregularity 10m to obtain the limit value of the measured value of the 10m chord caused by deformation or deflection of the temporary overhead device, wherein the average value of corresponding values in planned maintenance and temporary repair of the positive line is less than or equal to 120km/h, and the limit value is shown in a table 2.
TABLE 2 deformation (deflection) limit for temporary overhead line overhead device for high-speed railway at 80km per hour
The design of the overhead device can adopt methods such as finite element simulation, theoretical calculation or full-scale model test, the design load is ZK special live load according to railway train load pattern (TB/T3466-2016), and the influence of the steel rail, the fastener and the support on the deformation of the beam body is considered during the deformation calculation of the overhead device. According to the influence line, ZK special live load is applied according to the least adverse effect of the span vertical displacement of the overhead device, the span vertical displacement of the overhead device is calculated, and the calculated value cannot exceed the chord measurement limit value of the deformation (deflection) of the overhead device in the table 2 by 6.0mm/10m; taking an axle to act on the mid-span position of the overhead device under the condition of complete unbalanced load, and calculating the vertical displacement difference of two longitudinal beams of the mid-span of the overhead device, wherein the axle weight is 250kN (namely the ZK special type live load axle weight), and the calculated difference is not more than 5.0mm of the limit value of the deformation (deflection) level of the overhead device in Table 2; and (3) applying a transverse swinging force of 100kN at the mid-span position of the overhead device, and calculating the mid-span transverse displacement of the overhead device, wherein the transverse displacement value of the transverse displacement does not exceed the chord measurement limit value of the deformation (displacement) rail direction of the overhead device in table 2 by 5.5mm/10m. The overhead device is designed and built in the above-described definition.
2. Static geometrical irregularity tolerance deviation management value of temporary overhead line track in operation stage
In the operation stage of the temporary overhead line, the vehicle body acceleration value and the track dynamic geometric irregularity value are detected by a passing train or a detecting vehicle, and the detection result already comprises the power response of the overhead device, so that the vehicle body acceleration control index and the track dynamic geometric irregularity management value are executed according to relevant standards.
Before the train passes, the static geometrical irregularity test result of the temporary overhead line does not reflect the possible influence of the deformation of the overhead device, and the deformation can cause the change of the geometrical state of the track in the running process, so that the static geometrical irregularity control index of the track suitable for the temporary overhead line needs to be provided.
The determination principle of the allowable deviation management value of the static geometrical irregularity of the track of the temporary overhead line is that the allowable deviation management value and the deformation superposition of the overhead device do not exceed the total limit value of the static geometrical irregularity of the track. Because the deformation of different overhead devices is different under the same load effect, when the total limit value of the static geometrical irregularity of the track is equal, the allowable deviation management value of the static geometrical irregularity of the track of the temporary line erected by adopting different overhead devices is also different.
Taking a temporary overhead device as an example, which is proposed by a patent with the patent number ZL201920556875.8, a process for determining a static geometrical irregularity tolerance deviation management value of a temporary overhead line track is specifically described, wherein the total length of a temporary overhead device steel pad beam is about 6300mm, the span is about 5200mm, a II-type track slab can be just replaced by a hole steel pad beam, and the transverse center line and the longitudinal center line of the steel pad beam are respectively overlapped with the transverse center line and the longitudinal center line of the replaced track slab. The steel pad beam consists of two longitudinal beams, two middle cross beams positioned between the two longitudinal beams and two end cross beams, and the two longitudinal beams are respectively positioned under the two steel rails and mainly play a role in supporting the line steel rails; the end cross beams and the middle cross beams are respectively perpendicular to the longitudinal beams. The top of the longitudinal beam is provided with a plurality of fasteners for locking the steel rail and the longitudinal beam; the bottoms of the two ends of the two longitudinal beams are supported on the track concrete supporting layer through the support, and a certain construction space is formed within the span range of the beam body. Limiting devices are respectively arranged on the inner side and the outer side of the end parts of the two longitudinal beams; the longitudinal beam is a box beam and comprises an upper flange plate, a lower flange plate, a web plate and stiffening plates arranged among the upper flange plate, the lower flange plate and the web plate, wherein the sections of the upper flange plate and the lower flange plate of the longitudinal beam are longitudinally wide in the middle and narrow at two ends, the sections of the two webs are kept unchanged, the sections of the upper flange plate and the lower flange plate at the two ends of the beam are 530mm multiplied by 30mm, the sections of the upper flange plate and the lower flange plate at the middle of the beam are about 4240mm, the sections of the upper flange plate and the lower flange plate are 730mm multiplied by 30mm, the sections of different sizes adopt straight line transition, the sections of the two webs of the longitudinal beam are kept unchanged and are 190mm multiplied by 24mm, bolt holes are arranged at the two ends of the transverse beam, and the length of the end transverse beam is about 1164mm and the height is about 250mm; the middle cross beam is about 956mm long and about 220mm high.
In order to ensure the operation safety of the temporary overhead line and consider the possibility of the subsequent train speed increase, the invention puts forward the static geometrical irregularity tolerance deviation management value of the temporary overhead line track according to two speed grades of 0-60 km/h and 60-80 km/h.
The change of the track gauge in the temporary overhead line is mainly caused by the field construction quality, vibration impact in construction and the like, but is not mainly influenced by the live load or the transverse swinging force of the train, so that the track gauge change caused by the deformation of the overhead device is +/-1.0 mm in consideration of a certain safety margin. The following track height, level, track orientation and twist irregularity determination process:
selecting v in the static geometric irregularity tolerance deviation management value of the common speed railway line track in table 1 max And taking the temporary repair management value corresponding to the positive line of less than or equal to 80km/h and the final line as the total limit value of static geometrical irregularity of the track of the temporary overhead line of 60-80 km/h. And selecting a total distortion limit value of 10mm/3m by referring to a line track static geometric dimension tolerance deviation management value of 200-250 km/h of high-speed railway ballastless track line maintenance rules.
(1) And (5) determining the irregularity of the height: the overhead device establishes a temporary overhead line finite element model based on ABAQUS, wherein the model comprises steel rails, fasteners, steel cushion beams and supports. The size of the steel bolster is consistent with the design size, the beam body is made of Q345qC steel, and the density of the steel bolster is 7.85g/cm 3 The elastic modulus is 210MPa, and the Poisson's ratio is 0.3. The steel rail adopts a 60kg/m steel rail, a connecting fastener between the steel rail and a steel pad beam adopts spring simulation, and the spring stiffness is 25kN/mm. The size of the support is consistent with the design size, and the rigidity of the rubber bearing plate in the support is 2500kN/mm. The load selects actual operation train CRH3 train live load, the axle weight is 17t, and the load applying mode is according to the influence line, according to the position of the most unfavorable vertical displacement of steel bolster in the midspanAnd (5) loading. The method comprises the steps of adopting a finite element model to calculate, obtaining the vertical deflection and the support compression amount according to finite element calculation, multiplying the two by a power coefficient to obtain mid-span vertical deflection, and obtaining the mid-span vertical deflection of the steel bolster to be 2.5mm, the support compression amount to be 0.5mm, and obtaining the power coefficient to be 2.0 to obtain the mid-span vertical deflection of 6.0mm according to calculation. After the total limit value of the irregularity is deducted from 19mm, the vertical deflection deformation of the steel bolster is 6.0mm, the allowable deviation management value of the irregularity with the speed grade of 60-80 km/h is 13.0mm, and the allowable value of the grade of 0-60 km/h is 15.0mm according to the allowable value of 60-80 km/h and further widened by 2 mm.
(2) Level irregularity determination: the same finite element model as described above was used. The load adopts an axle of the CRH3 train, the axle weight is 17t, the application of the load considers that the CRH3 train is fully unbalanced load, namely, the axle weight of 17t is fully applied to a steel rail on one side, and the load acts on the midspan position of the steel bolster. According to calculation, under the complete unbalanced load working condition, the maximum value of the vertical deflection difference of the two longitudinal beams is 3.665mm, a certain safety coefficient is considered, and v is taken out max The vertical deflection difference of the two longitudinal beams of the steel bolster is 4.0mm under the condition of being less than or equal to 80 km/h. After the total limit value of the horizontal irregularity is 17mm and the maximum value of the vertical deflection difference of the two longitudinal beams is subtracted by 4.0mm, the allowable deviation management value of the horizontal irregularity of the speed class of 60-80 km/h is 13.0mm, and the allowable value of the class of 0-60 km/h is 15.0mm according to the allowable value of 60-80 km/h and further widened by 2 mm.
(3) Track irregularity determination: by adopting the same finite element model, the load is 100kN of transverse swinging force, and the load is applied to the midspan position of the steel cushion beam. According to the calculation, the mid-span transverse displacement of the steel bolster is 0.27mm, and assuming that the end limit part of the overhead device allows a 2mm transverse gap (the transverse gap is determined according to field construction experience), the total amount of the mid-span transverse displacement of the steel bolster is 2.27mm. Taking v by considering a certain safety coefficient max The span transverse displacement of the steel cushion beam is 3.0mm under the condition of less than or equal to 80 km/h. After the total limit value of the track irregularity is deducted by 3.0mm from the span transverse displacement value of the steel pad beam, the allowable deviation management value of the track irregularity of the speed class of 60-80 km/h is 12.0mm, and the allowable value of the class of 0-60 km/h is further widened by 1mm according to the allowable value of 60-80 km/h, and is considered to be 13.0mm.
(4) Distortion irregularity determination: using the same limitations as described aboveAnd (5) a meta model. The load adopts an axle of the CRH3 train, the axle weight is 17t, the application of the load considers that the CRH3 train is fully unbalanced load, namely, the axle weight of 17t is fully applied to a steel rail on one side, and the load acts on the midspan position of the steel bolster. According to calculation, under the complete unbalanced load working condition, the maximum value of the vertical deflection difference of the two longitudinal beams is 3.665mm, a certain safety coefficient is considered, and v is taken out max The vertical deflection difference of the two longitudinal beams of the steel bolster is 4.0mm under the condition of being less than or equal to 80 km/h. After the total limit value of distortion irregularity is subtracted by 4.0mm from the maximum value of the vertical deflection difference of the two longitudinal beams, the allowable deviation management value of the speed grade level irregularity of 60-80 km/h is 6.0mm, and the allowable value of the grade level irregularity of 0-60 km/h is further widened by 2mm according to the allowable value of 60-80 km/h, and is considered to be 8.0mm.
When the overhead device is used for erecting the temporary line, the allowable deviation management value of the static geometrical irregularity of the track is shown in table 3, and after the temporary overhead line is constructed, a special instrument is used for testing the static geometrical irregularity of the track, and each measured value is not greater than each allowable deviation management value of each test item of the corresponding speed grade in table 3.
TABLE 3 temporary overhead line track static geometry irregularity tolerance management values
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (4)
1. The method for calculating the deformation index of the temporary overhead line of the high-speed railway passing at 80km per hour is characterized by comprising the following steps of:
step 1: acquiring a static geometric irregularity tolerance deviation management value of a track of a common speed railway line, and obtaining a 10m chord measurement value limit value caused by deformation or deflection of a temporary overhead device after deducting a random irregularity influence value of the track;
step 2: acquiring overhead device parameters and actual operation train axle weights, and constructing a temporary overhead line track static geometric irregularity tolerance deviation management value by combining the common speed railway and the high speed railway track static geometric irregularity tolerance deviation management value;
step 3: taking a 10m chord measurement value limit value of deformation or deflection of the overhead device as an overhead device deformation index; the method comprises the steps of taking a temporary overhead line track static geometric irregularity tolerance deviation management value as an overhead line deformation index, detecting an overhead line when a temporary line is erected, collecting track static geometric linear parameters, comparing and judging the track static geometric linear parameters with the overhead line deformation index, and guiding the construction of the temporary overhead line of a high-speed railway according to a judging result;
the step 1 comprises the following specific steps:
step 11: obtaining a static geometrical irregularity actual measurement value of a typical common speed railway track, and carrying out statistical analysis to obtain a 10m chord measurement value of the random irregularity of the temporary overhead area track of the high speed railway;
step 12: calculating 80km/h according to the static geometric irregularity tolerance deviation management value of the common speed railway line track<v max The average value of corresponding values in planned maintenance and temporary repair of the positive line less than or equal to 120km/h is obtained to obtain the total limit of geometrical irregularity of the temporary overhead lineA value;
step 13: the geometric irregularity total limit value of the temporary overhead line is deducted from the random irregularity 10m chord measurement value, and the 10m chord measurement value limit value is caused by deformation or deflection of the temporary overhead device.
2. The method for calculating deformation index of temporary overhead line of high-speed railway passing 80km per hour according to claim 1, wherein the static geometrical irregularity tolerance management value of temporary overhead line track in step 2 comprises a first speed grade limit and a second speed grade limit; the first speed grade limit value is 80km/h, the second speed grade limit value is 60km/h, and the first speed grade 60-80 km/h and the second speed grade 0-60 km/h are formed; the management value parameters of the temporary overhead line track static geometric irregularity tolerance deviation management value comprise a track height irregularity value, a horizontal irregularity value, a track direction irregularity value and a torsion irregularity value.
3. The method for calculating the deformation index of the temporary overhead line of the high-speed railway passing 80km per hour according to claim 1, wherein the random irregularity 10m chord measurement value comprises a track irregularity chord measurement value, a high-low irregularity chord measurement value and a horizontal irregularity value, and the values are respectively a maximum vector value of the track irregularity 10m chord measurement value, a maximum vector value of the high-low irregularity 10m chord measurement value and the horizontal irregularity value which are determined by carrying out statistical analysis on a static geometrical irregularity actual measurement value of a typical common speed railway track.
4. The method for calculating deformation index of temporary overhead line of high-speed railway passing 80km per hour according to claim 2, wherein the step 2 comprises the following specific steps:
step 21: selecting v in the static geometric irregularity tolerance deviation management value of the common speed railway line track max The temporary repair management values which are less than or equal to 80km/h positive line and corresponding to the departure line are used as the total limit value of the static geometrical irregularity of the track of the temporary overhead line of 60-80 km/h, including the total limit value of the height irregularity, the total limit value of the horizontal irregularity and the total limit value of the track direction irregularity; obtaining 200 toSetting a total limit value of the distortion irregularity as 10mm/3m according to a static geometric irregularity tolerance deviation management value of a 250km/h line track; acquiring overhead device parameters and the axle weight of an actual operation train;
step 22: setting the most unfavorable position of the load of the actual operation train acting on the mid-span vertical displacement of the overhead device, calculating the vertical deflection deformation value of the overhead device, subtracting the vertical deflection deformation value of the overhead device from the total limit value of the height irregularity to obtain a 60-80 km/h speed grade level irregularity value, and superposing the 60-80 km/h speed grade level irregularity value according to the relaxation threshold to obtain a 0-60 km/h speed grade level irregularity value;
step 23: setting a single axle of an actual operation train to act on a mid-span position of an overhead device in a full unbalanced load manner, calculating the maximum value of the vertical deflection difference of the two lower longitudinal beams of the two steel rails, subtracting the maximum value of the vertical deflection difference of the two longitudinal beams from the total horizontal deflection value to obtain a horizontal deflection value of a speed grade of 60-80 km/h, and superposing the horizontal deflection value of the speed grade of 60-80 km/h according to a relaxation threshold to obtain a horizontal deflection value of the speed grade of 0-60 km/h;
step 24: setting a transverse swinging force with a load of 100kN to act on the mid-span position of the overhead device, calculating a mid-span transverse displacement value of the overhead device, subtracting the mid-span transverse displacement value of the overhead device from a total limit value of track irregularity to obtain a track irregularity value of 60-80 km/h speed grade, and superposing the track irregularity value of 60-80 km/h speed grade according to a relaxation threshold to obtain a track irregularity value of 0-60 km/h speed grade;
step 25: setting a single axle of an actual operation train to act on a mid-span position of an overhead device in a complete unbalanced load manner, calculating the maximum value of the vertical deflection difference of the two lower longitudinal beams of the steel rails, subtracting the maximum value of the vertical deflection difference of the two longitudinal beams from the total limit value of the torsion irregularity to obtain a speed grade torsion irregularity value of 60-80 km/h, and simultaneously adding the speed grade torsion irregularity value of 60-80 km/h according to the relaxation threshold value to obtain a speed grade torsion irregularity value of 0-60 km/h;
step 26: the high-low irregularity value, the horizontal irregularity value, the rail direction irregularity value and the torsion irregularity value form a temporary overhead line track static geometric irregularity tolerance deviation management value.
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