顶推纠偏对无砟轨道的影响及工艺优化

Effect of Alignment Correction on Ballastless Tracks and Optimization of Rectification Process

摘要:

基于高速铁路无砟轨道纠偏工程，建立路基上CRTSⅡ型板式无砟轨道纠偏有限元模型。选取顶推纠偏典型方案，模拟不同顶推压力作用，分析无砟轨道结构力学与损伤行为。在此基础上，研究扩大解黏区和凿除宽窄接缝对纠偏的影响，并提出纠偏工艺优化建议。结果表明，轨道板假缝开裂是力学控制指标，保证部件不开裂的临界顶推压力为0.58 MPa，对应纠偏位移为1.50 mm。轨道板与宽窄接缝层间是损伤控制界面，保证层间不损伤的临界顶推压力为0.51 MPa，对应纠偏位移为1.23 mm。若需提升单次纠偏位移，则建议将既有方案解黏区往两端各扩大3/4轨道板长，并在纠偏前对宽窄接缝进行凿除。

Abstract:

Based on the alignment correction engineering for ballastless track on high-speed railways， a finite element model for the alignment correction of the CRTSⅡ slab ballastless track on the subgrade was established. A typical pushing scheme for alignment correction was selected， and the effects of different pushing pressures were simulated. The mechanical and damage performance of the ballastless track were analyzed. The effect of expanding the delamination zone and removing the wide and narrow joints was studied， and optimization suggestions for the alignment correction were proposed. The results show that the fake-crack of track-slabs is a critical mechanical control index， and the critical pushing pressure to ensure the components from crack is 0.58 MPa， corresponding to an alignment displacement of 1.50 mm. The interface between the track-slab and the wide and narrow joint is a critical control area for damage， and the critical pushing pressure to ensure interlayer from damage is 0.51 MPa， corresponding to an alignment displacement of 1.23 mm. To increase the alignment displacement， it is recommended to expand the delamination zone of the existing scheme by 3/4 of the track-slab length on each end. At the same time， the wide and narrow joints could be removed before alignment correction.