铁道建筑

为分析现有CRTSⅢ型板式无砟轨道扣压工装受力与限位效果，通过现场试验研究扣压工装对直线段轨道板的竖向约束力、翘曲变形变化规律和曲线段轨道板高程、横向位移的限位效果。结果表明：锁紧扭矩为45～60 N·m时，直线段轨道板所受竖向约束合力为73.4～92.0 kN，各道扣压工装竖向约束力及同道扣压工装两侧拉杆力值均出现较大差异，最大偏差分别为5.4～11.4 kN和3.4～7.0 kN，最大偏差率为155.0%和71.4%；轨道板单侧承轨面中央翘曲量随锁紧扭矩的增加逐渐劣化，翘曲量为1.77～1.97 mm，较初始状态增加18.0%～31.3%。锁紧扭矩为60 N·m时，曲线段轨道板的高程偏差在-2.365～-1.383 mm，横向位移偏差在-2.094～2.597 mm，均已超过规范容许限值。可通过增设数字化力传感器实现扣压工装约束力的动态调整和轨道板的均匀受力，通过一体化设计增加扣压工装的整体刚度，强化对轨道板高程及横向位移的约束。

To analyze the force and limiting effect of the existing CRTSIII type plate ballastless track fastening tool， the vertical constraint force on the track slab in the straight section， the warping deformation variation law and the limiting effect on the elevation and lateral displacement of the track slab in the curve section were studied through field tests. The test results show that when the locking torque is 45～60 N·m， the vertical constraint force on the track slab in the straight section is 73.4～92.0 kN， and there are significant differences in the vertical constraint force of each fastening tool and the force value of the tie rods on both sides of the same fastening tool， with the maximum deviations being 5.4～11.4 kN and 3.4～7.0 kN respectively， and the maximum deviation rates being 155% and 71.4% respectively. The central warping of the single side bearing surface of the track slab gradually deteriorates with the increase of the locking torque， ranging from 1.77 to 1.97 mm， an increase of 18% to 31.3% compared with the initial state. When the locking torque is 60 N·m， the elevation deviation of the track slab in the curve section varies from -2.365 to 1.383 mm， and the lateral displacement deviation varies from -2.094 to 2.597 mm， both exceeding the allowable limit values specified in the code. The dynamic adjustment of the fastening tool constraint force and the uniform force on the track slab can be achieved by adding digital force sensors. The overall rigidity of the fastening tool can be increased through an integrated design， thereby strengthening the constraints on the elevation and lateral displacement of the track slab.