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为了评价提速线路路桥过渡段对于轨道结构动力响应的改善程度,本文对京九线过渡段的设计及轨道动力响应测试进行了研究,过渡段的设计采用20m的级配碎石填筑,轨道动力响应测试参数为钢轨垂直力、钢轨加速度、轨枕加速度。测试表明,当路桥连接处设了轨道过渡段时,列车从低刚度轨道到高刚度轨道时,钢轨垂直力、钢轨加速度、轨枕加速度是由小逐渐增大的,没有突变;当列车从高刚度轨道到低刚度轨道时,钢轨垂直力、钢轨加速度、轨枕加速度是由大逐渐减小,没有突变。当路桥连接处没有设置轨道过渡段时,列车从高刚度轨道到低刚度轨道运行时,其动力响应突然减小,有突变。通过对设有过渡段及没有设过渡段的路桥连接处实测分析可知,当列车速度小于200 km／h时,采用长度为20 m的级配碎石填筑轨道过渡段,对减小过渡段轨道动力响应非常有利。
In order to evaluate the improvement of the dynamic response of the transitional section of the railway to the track structure, the design of the transitional section of the Beijing-Kowloon Railway and the orbit dynamic response test are studied. The design of the transitional section adopts grading of 20m gravel, Response test parameters for vertical rail force, rail acceleration, sleeper acceleration. The test shows that the vertical force of rail, the acceleration of rail and the acceleration of sleeper gradually increase from small to small when the train passes from low-rigidity orbit to high-rigidity orbit. When the train moves from high rigidity Track orbit to low stiffness, rail vertical force, rail acceleration, sleeper acceleration is gradually reduced from large, there is no mutation. When there is no transitional section between the bridge and the bridge, the dynamic response of the train suddenly decreases and abruptly changes from the high-rigidity orbit to the low-rigidity orbit. Through the actual measurement and analysis of the junction of road and bridge with the transitional section and no transitional section, when the train speed is less than 200 km / h, the graded broken track of 20 m in length is used to fill the transition section of the track, Orbital dynamic response is very favorable.