CRTSIII型板式无砟轨道建造全新理念课件.ppt
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- CRTSIII 板式 轨道 建造 全新 理念 课件
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1、CRTSIII型板式无砟轨道建造全新型板式无砟轨道建造全新理念理念 New Ideas of the Construction of CRTSIII Ballastless Track 目目 录录 CONTENT 一、总体研发思想一、总体研发思想 、Overall Research and Development Thought 二、技术特点二、技术特点 、Technical Characteristics (一)结构简单(一)结构简单 1.simple structure (二)施工便捷(二)施工便捷 2.convenient construction (三)稳定耐久(三)稳定耐久 3.st
2、able durable (四)方便维修(四)方便维修 4.easy maintenance 三、社会及经济效益三、社会及经济效益 、Social and Economic Benefits一、总体研发思想、Overall Research and Development Thoughts 轨道交通是一种低碳、节能、环保的绿色交通。随着高速铁路时代的到来,为中国老百姓带来了更加方便、快捷、安全、舒适的出行选择。Rail transit is one kind of low-carbon,energy-saving,environment-friendly green transportatio
3、n.With the advent of high-speed railway age,it is more convenient,more comfortable,safer and faster for the common people to make a trip.而高速铁道无砟轨道发展的技术路线,实质上就是始终坚持不断地追求轨道的高平顺性,和轨道结构纵向刚度均匀化的连续性。这是确保高速列车安全性和舒适性最关键的核心技术。Thus the development of high-speed railway ballastless track,in fact,mainly focuses
4、 on high smoothness for the orbit and continuity of longitudinal rigidity homogenization for the rail structure which are the most crucial key technology to maintain the security and comfortability of high-speed train.因为,轨道几何尺寸的制造精度、安装误差和刚度变化是引起高速列车振动的根源。我们追求高速度的过程,就是不断的提高轨道精度和轨道结构刚度均匀性,不断克服振动的过程。Si
5、nce the manufacture accuracy of the rail geometry size,installation errors and rigidity change are the root cause to result in vibration of high-speed train.That we pursuit high speed is to keep improving the precision and longitudinal rigidity homogenization for the rail structure and overcoming th
6、e vibrations.CRTSIII型板式无砟轨道技术特点,正是针对上述技术关键,吸取了以往各类无砟轨道优点,从而研发的一种结构简单、施工便捷、稳定耐久、方便维修的全新无砟轨道结构。In view of the key techniques mentioned above,the technical characteristics of CRTS ballastless track which is developed as a kind of brand-new ballastless track of simple structure,convenient construction,e
7、asy maintenance,stabledurable has the advantage of all kinds of previous ballastless track.总体的研发思想:就是“单元思路、纵连方式、双块受力”。其核心理论构架就是“路基纵连、桥隧单元、方便维修”。The overall RD thought is Unite ideas,Longitudinal coupled,Double-block forced.Its core theoretical framework is longitudinal-coupled subgrade,bridge unit,e
8、asy maintenance.二、CRTSIII型板式无砟轨道技术特点、Technical Characteristics of CRTS ballastless track(一)结构简单 simple structure 1、结构组成 1、structure composition-252-780-542-542-622-252-547自密实混凝土厚100mm支撑层厚240mm详图 A2800隔离层L型卷材厚1.5mm轨道板厚190mm弹性垫层10mm3%3%3%3%轨道中心线钢轨 176扣件 38轨道板 190自密实混凝土 1002500支承层 2385000.0600承轨槽 38路基基
9、床表层路基基床底层SAMI厚80mm3100防水层l轨道板:路基纵连,桥隧单元;lTrack slab:longitudinal-coupled subgrade,bridge tunnel unit l填充调整层:自密实混凝土;lPacked adjustment layer:self-compacting concretel缓冲隔离层:与轨道板对应为单元;lBuffer separating layer:the unit corresponded with track slab底座及支承层:桥上单元,隧道内混凝土长单元(或直接采用隧底为基础),路基上为连续碾压混凝土;Pedestal an
10、d supporting layer:bridge unit,long unit of concrete inside the tunnel(or directly adopting the bottom of the tunnel as the foundation),continuous rolling compaction concrete on the subgrade 限位结构:门型筋+凹凸槽钢筋混凝土。Spacing structure:gate reinforcement+concave/convex groove-shaped reinforced concrete 其结构技术
11、特点:Technical Characteristics (1)路基纵连结构 (1)longitudinal-coupled subgrade路基结构是由散粒体填筑形成,路基表面刚度较小。若采用单元结构,列车通过时,由于路基表面刚度较低,对板端支承反力,约束力不够,板端竖向位移较大,形成振动源,对高速列车安全性和舒适性影响较大。The subgrade structure is made of granular materials and the surface rigidity of the subgrade is relatively low.If the unit structure i
12、s adopted,when the train passes on it,the supporting force at the end of slab and binding force are not enough so that the vertical displacement at the end of slab is comparatively large,because of the low surface rigidity of the subgrade,which results in vibration source that has great influence on
13、 the safety and convenience of the high-speed train.纵连结构可有效分散板下应力集中,降低应力峰值,提高轨道结构的整体性,增大轨道结构的连续刚度,可最经济、最合理、最有效的克服路基表面刚度降低所带来的振动问题。The longitudinal-coupled structure can distribute stress concentration effectively and reduce stress peak to improve the integrity of the rail structure and increase its
14、continuous rigidity.And it can most economically,reasonably,and effectively solve the problems brought by the decreasing surface rigidity of the subgrade.采用的是一种柔性的纵连结构。温升温降时,轨道板纵向可移动(具有单元自由伸缩效果),竖向受限则不能移动。若基础有沉降,柔性纵连结构有较强的跟随性。One kind of flexible longitudinal-coupled structure is adopted.At the time
15、 of temperature rise or drop,track slab can move towards the longitudinal direction(the effect of free unit expansion),whereas the vertical movement is limited.If foundation settlement occurs,flexible longitudinal-coupled structure has strong following performance.(2)桥隧单元结构 (2)bridge and tunnel unit
16、 structure桥梁及隧底结构表面刚度较大,为轨道板采用单元结构提供了良好的条件。由于桥隧表面刚度大,对单元板端的约束力较强。The surface rigidity of bridge and tunnel is high,which provide favorable conditions for the unit structure applied into track slab.Because of the high surface rigidity of bridge and tunnel,the binding force at the end of slab is stron
17、g.列车通过时,板端竖向位移较小,产生的振动是安全、舒适可接受的范围内。While the train passes by,the vertical displacement at the end of slab is small.And the vibration caused from it is within the limit of safety and comfortability.单元板结构不仅可简化桥上、隧内轨道结构,降低建造难度,而且还可降低造价。Unit slab structure can not only simplify upper-bridge and inner-t
18、unnel trail structure and lower the difficulty of construction,but also reduce project costs.可最有效的克服连续结构受温度力造成的复杂问题等。The series complex problems brought by continuous structure under temperature force can be solved most effectively (3)自密实混凝土取代了CA砂浆 (3)self-compacting concrete replacement CA mortar传统
19、的CA砂浆调整层,只能提供极为有限的弹性,对轨道刚度过渡缓冲作用微小。Traditional adjustment layer of CA mortar can only provide very limited flexibility and have a slight effect on buffering transition rigidity of the rail structure.传统的CA砂浆层与轨道板之间极易产生离缝等破损病害,给运营安全及维修带来了极大的危害和困难。Some damages like cracks occur between traditional CA m
20、ortar and track slab,which brings a lot of harm and problems to operation safety and maintenance.自密实混凝土弹模25000Mpa,与高弹CA砂浆弹模10000Mpa,所能提供的弹性相当。Self-compacting concrete whose elastic modulus is 25000MPa can provide the same flexibility with the high-flexibility CA mortar that of 10000MPa.自密实混凝土与轨道板形成牢
21、固的复合板结构,轨道板与混凝土基础间不再有薄弱的夹心层,使轨道结构受力更趋合理。Self-compacting concrete and track slab shape into substantial compound structure so that there will be no weak sandwich layer between them that tend to bear load well.采用自密实混凝土取代CA砂浆作为填充调整层,不仅简化了结构,节省了原材料,减少了对环境的污染,而且与“I”、“II”相比,仅填充调整层可降低造价70%。Self-compacting
22、concrete instead of CA mortar as packed adjustment layer can not only simplify the structure,save raw materials and cut down the pollution to the environment,but also reduce 70 percent of costs of packed adjustment layer compared with CRTSor CRTS.(4)钢筋混凝土底座或支承层所用钢筋可节省80%。(4)The reinforcement of whic
23、h reinforced concrete pedestal is made is scaled down 80 percent.桥梁上设置混凝土底座,仅仅是为了防排水、超高和设置限位凹槽功能需求,所以底座钢筋可大大减少。To set concrete pedestal on the bridge which can greatly save the amount of reinforcement used in pedestal is to meet the need of waterproof drainage,super elevation and displacement limite
24、d groove.隧道内限位凹槽可直接设置在仰拱上,仅限位机构需配置钢筋,所以底座钢筋可大大减少。The displacement limited groove inside the tunnel can be set on the invert arch directly.And it is just displacement limited structure that needs collocating reinforcement.Consequently,the need of reinforcement in pedestal diminishes consumedly.路基上采用的
25、是碾压混凝土做为支承层结构,因此,也仅是限位凹槽内需配置钢筋,所以支承层钢筋可大大减少。The supporting structure is made of continuous rolling compaction concrete.And the reinforcement is just needed in displacement limited groove.Therefore the reinforcement used in supporting layer is saved greatly.较“I”型(120t)、“II”型(240t)相比,III型底座钢筋可节省8090%,
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