大跨度鐵路鋼桁梁斜拉橋梁體傳力特性研究
發(fā)布時(shí)間：2018-11-19 14:45
【摘要】：因鋼桁斜拉橋具有良好的強(qiáng)度和剛度,近年來已不斷應(yīng)用于大跨度鐵路橋梁。雖然鐵路鋼桁梁斜拉橋的鋼桁梁在荷載及整體變形等作用下局部在豎向及縱向傳力顯得較為復(fù)雜,但已有多種不同的橋面系構(gòu)造如密肋橫梁、正交異性橋面等結(jié)構(gòu)來降低橋面系局部復(fù)雜的受力與傳力。新建鐵路貴廣線(貴陽至廣州)北江特大雙塔鋼桁梁斜拉橋?yàn)閲鴥?nèi)首次采用帶水平K撐的縱橫梁體系的橋例,克服傳統(tǒng)簡(jiǎn)支鋼桁梁縱橫梁橋面系受力的復(fù)雜性,改善了節(jié)點(diǎn)橫梁的受力狀態(tài)。本文以北江橋?yàn)楣こ瘫尘?在參閱國內(nèi)外鋼桁梁斜拉橋橋面系結(jié)構(gòu)特點(diǎn)及受力分析相關(guān)文獻(xiàn)資料的基礎(chǔ)上開展帶水平K撐結(jié)構(gòu)局部受力與傳力特點(diǎn)分析研究。本文主要研究?jī)?nèi)容和得出結(jié)論如下：(1)采用Midas有限元方法,對(duì)北江橋橋面系中的水平K撐結(jié)構(gòu)進(jìn)行計(jì)算分析,分析結(jié)果表明水平K撐以受軸力(即傳遞水平縱向力)為主。(2)在水平K撐橋面系(KS)方案的基礎(chǔ)上,提出密布橫梁橋面系(DC)方案,對(duì)比分析兩種橋面系方案橋面構(gòu)造的受力和變形特點(diǎn)。經(jīng)計(jì)算分析得出在KS方案與DC方案共有的橋面系結(jié)構(gòu)(下弦桿和節(jié)點(diǎn)橫梁)中,KS方案的受力小于DC方案的受力。KS方案的主跨撓跨比為DC方案的94%,表明KS方案整體剛度大于DC方案。KS方案的節(jié)間16短波和橫波分別為DC方案的94%、94%,節(jié)間25短波和橫波分別為DC方案的88%、76%,表明KS方案的橋面系局部剛度(以軌道變形的短波和橫波作為評(píng)價(jià)指標(biāo))優(yōu)于DC方案。(3)分析了兩種橋面系方案(KS和DC)的傳力路徑。在二期恒載(均布荷載)傳力分析中,對(duì)比兩種橋面系方案混凝土橋面部分的傳力比,KS方案路徑1(橋面載荷直接通過節(jié)點(diǎn)橫梁傳遞到下弦梁)的傳力比比DC方案的小4.56-9.52%,表明KS方案節(jié)點(diǎn)橫梁的受力優(yōu)于DC方案。在最不利活載的傳力分析中,對(duì)比兩種橋面系方案主跨鋼橋面部分的傳力比,KS方案路徑1的傳力比比DC方案的小4.92%-8.13%,即KS方案的節(jié)點(diǎn)橫梁承擔(dān)的橋面荷載小于DC方案的。(4)在第4章基礎(chǔ)上,分析了水平K撐截面形式、水平K撐剛度及節(jié)點(diǎn)橫梁剛度等關(guān)鍵結(jié)構(gòu)設(shè)計(jì)參數(shù)對(duì)鋼桁梁橋面荷載傳力的影響,結(jié)果表明T形K撐受力優(yōu)于倒T形和十字形,同時(shí)在保證用鋼量不變的情況下,直接通過節(jié)點(diǎn)橫梁傳遞的橋面荷載與節(jié)點(diǎn)橫梁的剛度呈正相關(guān)。最后,根據(jù)以上研究得到的相關(guān)結(jié)論,提出了一些建議措施,為今后同類鐵路鋼桁梁斜拉橋的發(fā)展研究提供參考。
[Abstract]:Steel truss cable-stayed bridge has been applied to long span railway bridges in recent years because of its good strength and stiffness. Although the local vertical and longitudinal force transfer of the steel truss beams of railway steel truss cable-stayed bridges is more complicated under the action of load and integral deformation, there are many different deck structures such as multi-ribbed beams. Orthotropic bridge deck and other structures to reduce the local complex bridge deck force and transmission force. For the first time in China, the newly built Gui-Guang Railway (Guiyang to Guangzhou) Beijiang double-tower steel truss girder cable-stayed bridge is the first bridge with horizontal K-braced longitudinal and transverse beam system, which overcomes the complexity of the traditional simply supported steel truss girder deck system. The stress state of the joint beam is improved. Based on the reference to the structural characteristics of steel truss girder cable-stayed bridge deck system at home and abroad and the relevant literature data on force analysis, the characteristics of local force and transmission force of horizontal K-braced bridge are analyzed and studied in this paper. The main contents and conclusions of this paper are as follows: (1) the horizontal K-braced structure in the bridge deck system of Beijiang Bridge is calculated and analyzed by using Midas finite element method. The results show that horizontal K-braces are mainly subjected to axial force (i.e. transfer horizontal longitudinal force). (2) on the basis of (KS) scheme of horizontal K-braced bridge deck system, a (DC) scheme for dense cross beam deck system is proposed. The stress and deformation characteristics of two deck systems are compared and analyzed. Through calculation and analysis, it is concluded that in the bridge deck structure (lower chord and joint beam) shared by KS scheme and DC scheme, the stress of KS scheme is less than that of DC scheme, and the ratio of main span to span of KS scheme is 94% of DC scheme. The results show that the overall stiffness of the KS scheme is greater than that of the DC scheme. The internode 16 shortwave and the shear wave of the KS scheme are 94 / 9410 of the DC scheme, respectively, and the Internode 25 shortwave and the shear wave are 88 / 76 of the DC scheme, respectively. It is shown that the local stiffness of the KS scheme is superior to that of the DC scheme. (3) the transmission paths of the two bridge deck systems (KS and DC) are analyzed. In the second stage dead load (uniform load) force transfer analysis, the ratio of transfer force of concrete deck part of two bridge deck systems is compared. Path 1 of the KS scheme (the bridge deck load is transferred directly through the joint beam to the lower chord beam) is 4.56-9.52 smaller than that of the DC scheme, which indicates that the stress of the KS scheme is better than that of the DC scheme. In the analysis of the most unfavorable live load, the ratio of transmission force of the main span steel deck part of the two bridge deck systems is compared. The transfer force ratio of path 1 of KS scheme is 4.92-8.13 smaller than that of DC scheme. That is, the load on the bridge deck of the joint beam of the KS scheme is smaller than that of the DC scheme. (4) on the basis of Chapter 4, the section form of horizontal K brace is analyzed. The influence of key structural design parameters, such as horizontal K brace stiffness and joint beam stiffness, on load transfer of steel truss bridge deck is studied. The results show that T K brace is superior to inverted T shape and cross shape, and at the same time, under the condition that the amount of steel used is not changed, The bridge deck load transmitted directly through the joint beam is positively correlated with the stiffness of the joint beam. Finally, based on the conclusions of the above research, some suggestions are put forward to provide a reference for the development of similar railway steel truss cable-stayed bridges in the future.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U448.27;U441
本文編號(hào)：2342655
[Abstract]:Steel truss cable-stayed bridge has been applied to long span railway bridges in recent years because of its good strength and stiffness. Although the local vertical and longitudinal force transfer of the steel truss beams of railway steel truss cable-stayed bridges is more complicated under the action of load and integral deformation, there are many different deck structures such as multi-ribbed beams. Orthotropic bridge deck and other structures to reduce the local complex bridge deck force and transmission force. For the first time in China, the newly built Gui-Guang Railway (Guiyang to Guangzhou) Beijiang double-tower steel truss girder cable-stayed bridge is the first bridge with horizontal K-braced longitudinal and transverse beam system, which overcomes the complexity of the traditional simply supported steel truss girder deck system. The stress state of the joint beam is improved. Based on the reference to the structural characteristics of steel truss girder cable-stayed bridge deck system at home and abroad and the relevant literature data on force analysis, the characteristics of local force and transmission force of horizontal K-braced bridge are analyzed and studied in this paper. The main contents and conclusions of this paper are as follows: (1) the horizontal K-braced structure in the bridge deck system of Beijiang Bridge is calculated and analyzed by using Midas finite element method. The results show that horizontal K-braces are mainly subjected to axial force (i.e. transfer horizontal longitudinal force). (2) on the basis of (KS) scheme of horizontal K-braced bridge deck system, a (DC) scheme for dense cross beam deck system is proposed. The stress and deformation characteristics of two deck systems are compared and analyzed. Through calculation and analysis, it is concluded that in the bridge deck structure (lower chord and joint beam) shared by KS scheme and DC scheme, the stress of KS scheme is less than that of DC scheme, and the ratio of main span to span of KS scheme is 94% of DC scheme. The results show that the overall stiffness of the KS scheme is greater than that of the DC scheme. The internode 16 shortwave and the shear wave of the KS scheme are 94 / 9410 of the DC scheme, respectively, and the Internode 25 shortwave and the shear wave are 88 / 76 of the DC scheme, respectively. It is shown that the local stiffness of the KS scheme is superior to that of the DC scheme. (3) the transmission paths of the two bridge deck systems (KS and DC) are analyzed. In the second stage dead load (uniform load) force transfer analysis, the ratio of transfer force of concrete deck part of two bridge deck systems is compared. Path 1 of the KS scheme (the bridge deck load is transferred directly through the joint beam to the lower chord beam) is 4.56-9.52 smaller than that of the DC scheme, which indicates that the stress of the KS scheme is better than that of the DC scheme. In the analysis of the most unfavorable live load, the ratio of transmission force of the main span steel deck part of the two bridge deck systems is compared. The transfer force ratio of path 1 of KS scheme is 4.92-8.13 smaller than that of DC scheme. That is, the load on the bridge deck of the joint beam of the KS scheme is smaller than that of the DC scheme. (4) on the basis of Chapter 4, the section form of horizontal K brace is analyzed. The influence of key structural design parameters, such as horizontal K brace stiffness and joint beam stiffness, on load transfer of steel truss bridge deck is studied. The results show that T K brace is superior to inverted T shape and cross shape, and at the same time, under the condition that the amount of steel used is not changed, The bridge deck load transmitted directly through the joint beam is positively correlated with the stiffness of the joint beam. Finally, based on the conclusions of the above research, some suggestions are put forward to provide a reference for the development of similar railway steel truss cable-stayed bridges in the future.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U448.27;U441
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