Abstract：Research purposes :When the large span bridge lay unit slab non - ballast track，the problems of interaction between beam and rail become more complicate than the ordinary CWR， and the longitudinal deformation control is insufficient in the existing norms and application of engineering practice. The line - bridge - pier integration model of continuous welded rail is established to research the influence of the longitudinal horizontal stiffness of continuous beam bridge pier on the force and deformation of unit slab non - ballast，and put forward the non - ballast track longitudinal deformation controlling index，which can provide the theory basis for laying unit slab non - ballast track on the bridge. Research conclusions #( 1 ) Under bridge expansion load， laying out the small resistance fasteners can significantly reduce resin deformation around the boss. Under train braking load， laying out the small resistance fasteners cannot reduce resin deformation effectively. (2) Increasing the stiffness of pier cannot reduce resin deformation under bridge expansion or rail breaking load， but can obviously reduce resin deformation under train braking load， to ensure resin deformation lower than 3 mm，the resin stiffness limit is 70 kN/mm. (3) For (60 +100 +60) m continuous beam and laying out constant resistance fasteners, it is required to lay rail expansion joint when rail temperature range is high than 40 F. When rail temperature range is 30 F，the pier stiffness limit is 1 800 kN/cm to meet non - ballast track strength and longitudinal deformation requirement. (4 ) The research results are helpful to design of non - ballast track on bridge.
2016, Vol. 33 
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