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重庆交通大学学报（自然科学版）

重庆交通大学学报（自然科学版） ›› 2018, Vol. 37 ›› Issue (10): 13-20.DOI: 10.3969/j.issn.1674-0696.2018.10.03

• 桥梁与隧道工程 • 上一篇    下一篇

大跨度轨道悬索桥合理刚度限值研究

刘安双1，黎小刚1，2，郭向荣3，丁鹏2，漆勇1   

  1. (1. 林同棪国际工程咨询(中国)有限公司，重庆 401121； 2. 重庆交通大学 土木工程学院，重庆 400074； 3. 中南大学 土木工程学院，湖南 长沙 410083)
  • 收稿日期:2017-07-24 修回日期:2017-12-23 出版日期:2018-10-08 发布日期:2018-10-08
  • 作者简介:刘安双(1968—)，男，四川遂宁人，正高级工程师，主要从事大跨度桥梁设计方面的研究。E-mail: liuas@tylin.com.cn。 通信作者：黎小刚(1985—)，男，重庆人，博士，主要从事桥梁损伤机理与监测加固方法方面的研究。E-mail: li.xiaogang@tylin.com.cn。
  • 基金资助:
    重庆市基础与前沿研究计划院士专项(cstc2015jcyjys30002)；重庆市人工智能技术创新重大主题专项重点研发项目(cstc2017rgzn- zdyfX0029)

Reasonable Stiffness Limits for Long-Span Track Suspension Bridge

LIU Anshuang1, LI Xiaogang1, 2, GUO Xiangrong3, DING Peng2, QI Yong1   

  1. (1. T. Y. Lin International Engineering Consulting(China)Co. Ltd., Chongqing 401121, P. R. China; 2. School of Civil Engineering, Chongqing Jiaotong University, Chongqing 400074, P. R. China; 3. School of Civil Engineering, Central South University, Changsha 410083, Hunan, P. R. China)
  • Received:2017-07-24 Revised:2017-12-23 Online:2018-10-08 Published:2018-10-08

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摘要： 针对国内外现有轨道桥梁设计规范中缺乏大跨度轨道悬索桥刚度限值规定的问题，以中小跨度轨道桥梁刚度限值标准为基础，调研总结在 役大跨度悬索桥刚度设置和运营状态，提出大跨度轨道悬索桥合理刚度限值建议，并采用杆系有限元方法和风-车-桥耦合振动分析方法，应用工 程实例分析，对桥梁静力特性、动力响应和列车走行性进行评价，验证刚度限值的合理性。结果表明：大跨度轨道悬索桥竖向刚度可取为 1/300~1/500，双侧竖向梁端折角限值为9.0×10-3 rad，单侧限值为4.5×10-3 rad，竖向加速度不大于3.5 m/s2；横向刚度可取为1/600~1/1 200，双侧横向梁端折角限值为6.0×10-3 rad，单侧限值为3.0×10-3 rad，横向加速度不大于1.4 m/s2。

关键词: 桥梁工程, 轨道悬索桥, 合理刚度, 静力特性, 风-车-桥耦合

Abstract: In existing design codes at home and abroad, there is a lack of stiffness limits for the long-span track suspension bridge. Based on the criteria of stiffness limits for small-span and medium-span track bridge, the stiffness setting and the operation state of long-span suspension bridge in service were investigated and summarized. The suggestion for reasonable stiffness limit of long-span track suspension bridge was proposed. Then, the finite element method of bars and the vibration analysis method of wind-vehicle-bridge coupling were adopted. The static characteristics and dynamic response of bridge as well as train running performance were evaluated through the application of engineering examples; and the rationality of stiffness limit was verified. The results show that for the long-span track suspension bridge, the vertical stiffness should be 1/300~1/500, the double vertical angle of the beam-end limit should be 9.0×10-3 rad, the unilateral limit should be 4.5×10-3rad, and the vertical acceleration should not be greater than 3.5 m/s2. Also, the transverse stiffness should be 1/600~1/1 200, the double transverse angle of the beam-end limit should be 6.0×10-3 rad, the unilateral limit should be 3.0×10-3 rad, and the transverse acceleration should not be greater than 1.4 m/s2.

Key words: bridge engineering, track suspension bridge, reasonable stiffness, static characteristics, wind-vehicle-bridge coupling

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