CN104153288A - Combined shock absorption system of high-speed railway bridge and design method of combined shock absorption system - Google Patents
Combined shock absorption system of high-speed railway bridge and design method of combined shock absorption system Download PDFInfo
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Abstract
The invention discloses a combined shock absorption system of a high-speed railway bridge and a design method of the combined shock absorption system. The combined shock absorption system is used for reducing and controlling damage to and destruction of the high-speed railway bridge in a strong earthquake. Firstly, a design scheme of a combined shock absorption and limiting system with earthquake-proof bars and cable limiters used is provided on the basis of a function separate support design concept, earthquake response of the bridge is reduced through yield energy consumption of the earthquake-proof bars, and the cable limiters are used for controlling oversize deformation of the earthquake-proof bars and preventing damage caused by bridge fall; secondly, in the framework of performance-based seismic design, design methods of the earthquake-proof bars and the cable limiters are provided under the conditions of frequent earthquakes, design earthquakes and rare occurrence earthquakes respectively; accordingly, the earthquake response of the high-speed railway bridge is reduced, the earthquake-proof property of the structure is improved, and the combined shock absorption system of the high-speed railway bridge and the design method of the combined shock absorption system are particularly suitable for bridge structures suffering from near-fault pulse-like ground motions.
Description
Technical field
The invention belongs to technical field of bridge engineering, relate to a kind of combined damping system and Seismic Design Method thereof, more particularly, relate to a kind of high-speed railway bridge combined damping system and Seismic Design Method thereof that adopts anti-vibration bars and drag-line stop.
Background technology
China Express Railway distance travelled and building size are at the forefront in the world, just progressively extend to western province at present.The western landform of China mostly is mountain area, and neotectonics activity is strong and tomography (fault zone) growth is extensive, and large active fault can be continuous hundreds of and even thousands of kilometers, has high seismic risk.High speed railway construction Bridge accounts for sizable proportion, and closing on or pass through active fault at western its will be inevitable, also may have the impact of the buried active fault of not verifying simultaneously, and anti-seismic problem is outstanding.Taiwan High Speed Rail in building for 1999 has met with the earthquake of Ms7.6 level collection collection, improve immediately requirements for fortification against earthquake, the nearly fault earthquake of having considered to have velocity pulse effect at design earthquake aspect moving is moving, and it is considered to the main cause of more highway bridge heavy damage in earthquake.Current China Express Railway Bridge Earthquake Resistance Design still Main Basis " code for sesmic design of railway engineering " (GB50111-2006), during to partial revision in 2009 is included high-speed railway bridge antidetonation in, still lacks the special consideration moving to nearly fault earthquake.
Bridge seismic isolation design is to come extending structure cycle and earthquake energy by appropriate device, thereby effectively reduces a kind of technological means of bridge earthquake response.The supreme end of the century, built seats up to a hundred subtracted Isolated Bridges according to statistics, mostly be highway bridge and adopt lead core rubber support and high-damp rubber support damping scheme, but in railroad bridge also application and research.Part is closed on seismogenic fault bridge and has also been stood earthquake test, as the Thjorsa River bridge of osmanli Bolu viaduct, Iceland and Oseyrar bridge, although suffer certain destruction, but also show the nearly fault earthquake action with velocity pulse effect with under still there is good damping effect, if do not adopt the possible situation of Aseismatic Design more bad.The requirement of the lateral displacement limit value of high-speed railway bridge to bearing and beam body is very strict, said apparatus is due to the deficiency of vertical or lateral stiffness, make its Aseismatic Design that is difficult to be applicable to high-speed railway bridge (in virtue, Wen Liuhanheisha, Zhou Fulin. the two-way shock insulation railroad bridge Study on Dynamic Response [J] of stop is set. civil engineering journal .2010 (S1): 345-351.).
Japan High-speed Railway development early (being open to the traffic in 1964 in the Shinkansen) and earthquake takes place frequently, Bridge Earthquake Resistance Design is worth using for reference, the particularly design concept of bearing and displacement position-limiting system " function separates (Functional separation) ", when it thinks earthquake, Bearing Seat Force is complicated and be easy to damage, require bearing only meet the lower vertical carrying of normal use and adapt to beam body level, rotation displacement, earthquake underbeam displacement body is born by caging system, comprises that all kinds of steel shearings are strong, impacts locking (liquid damping device) etc.In Taiwan High Speed Rail bridge, also adopted bearing+spacing shear connector supporting system (Zhang Duoping. the Weihe River, Zheng Xi Line for Passenger Transportation Weinan grand bridge Design Summary [J]. railway type design .2009 (11): 43-48.).
" function separation " susceptor design theory is tentatively accepted by China Express Railway designer at present, think to improve bridge energy dissipation capacity under large shake and realize Aseismatic Design important method (Zhang Duoping. the Weihe River, Zheng Xi Line for Passenger Transportation Weinan grand bridge Design Summary [J]. railway type design .2009 (11): 43-48; Li Chenggen, Gao. high-speed railway bridge cushion technique research [J]. Chinese engineering science .2009,11 (1): 81-86.).But, it is more strict to beam displacement body control index that high-speed railway bridge is compared highway bridge, adopt the high-speed railway bridge of anti-vibration bars, because of anti-vibration bars post-yield stiffness very low, under rarely occurred earthquake, will be difficult to effectively control the relative displacement of pier beam, particularly more fatal (Wang Yan under the nearly fault earthquake action with velocity pulse waveform is used, Xie Xu, Shen Yonggang. railway damping bridge Study on Earthquake Dynamic [J] under near-field earthquake. railway society .2012,34 (12): 102-109.).The current seismic design based on function lacks perfect method for designing, does not also introduce drag-line stop and controls the relative displacement of pier beam.
Summary of the invention
The present invention proposes to adopt anti-vibration bars and drag-line stop to form combined damping system, design criterion and the method for a kind of combined damping system under frequently occurred earthquake, design earthquake and rarely occurred earthquake is provided under performance-based seismic design framework, its technique effect can overcome above-mentioned defect.
For reaching above object, be achieved through the following technical solutions:
A kind of high-speed railway bridge combined damping system, comprising: bridge and shock absorbing structural system; Wherein bridge comprises: girder, bridge pier, be arranged at the pinner at bridge pier top and be arranged at the bearing of pinner top for support girder;
Shock absorbing structural system comprises, anti-vibration bars and drag-line stop;
Anti-vibration bars adopts low surrender steel to make, and is made up of anchoring section and deformation section, and anchoring section is anchored in bridge pier, and deformation section end is spherical and extend in girder hinged with girder;
Drag-line stop is that steel strand are connected between girder and bridge pier, in bridge pier left and right, a drag-line stop is respectively set;
Technique scheme, proposes based on function separate type susceptor design theory;
The cross sectional shape of anti-vibration bars and size are determined according to practical structures;
In bridge pier left and right, a drag-line stop is respectively set, is connected between bridge pier and girder and (is conventionally connected in girder lower surface by auxiliary).
Bearing, for having the movable pot bearing of higher vertical bearing capacity, is placed between pinner top and girder, and bearing provides vertical bearing capacity, has certain horizontal slip deformability.
And then in earthquake, surrender power consumption by anti-vibration bars and reduce bridge earthquake response, excessive deformation and the restrainer of controlling anti-vibration bars with drag-line stop destroy.
The specific design method of high-speed railway bridge combined damping system comprises the steps:
Step 1, pushes over (Pushover) to anti-vibration bars and analyzes, and determines the shift value of its different phase by controlling the strain of anti-vibration bars, comprises elastic displacement limit value D
1, design displacement D
2with design limit displacement D
3.
Step 2, under normal operational phase and frequently occurred earthquake, carry out Intensity Design, do not consider the contribution of benzvalene form freely movable bearing to horizontal rigidity, determine the quantity of anti-vibration bars and adopt anti-vibration bars elastic stiffness by preliminary, with the intensity of many vibration shape decomposition reaction spectrometry checking computations anti-vibration bars; If anti-vibration bars distortion exceedes elastic displacement limit value D
1, need to increase anti-vibration bars quantity, checking computations again, until meet the demands.
Step 3, checks the displacement of anti-vibration bars under design earthquake; Relatively regular bridge is simplified seismic design can adopt equivalent linear method, supposes design displacement D
2the rear equivalent stiffness of determining anti-vibration bars, and equivalent damping ratio is ignored or as safety reservior, is less than the limit displacement value in design criterion with the shift value of many vibration shape decomposition reaction spectrometry checking computations anti-vibration bars.Irregular and comparatively bridge complex adopt Nonlinear time-history analysis method.
Step 4, the design of drag-line stop; When anti-vibration bars reaches and exceedes the design displacement D under design earthquake
2time drag-line stop start working, drag-line stop gap is the design displacement D of anti-vibration bars
2; The rigidity of drag-line stop need to be determined by the method for Nonlinear time-history analysis method and tentative calculation, determining of first tentative calculation rigidity: when the distortion of anti-vibration bars plays a role anti-vibration bars while reaching capacity displacement from stop, the restoring force increment sum of stop and anti-vibration bars is not less than 0.025 times of superstructure weight.
The present invention has the following advantages and beneficial effect:
1. Path of Force Transfer is clear and definite.High-speed railway combined damping system proposes based on function separate design theory, bearing is born vertical carrying and adaptation beam body level under normal use, is rotated displacement, horizontal distortion under anti-vibration bars opposing is used and distortion the earthquake energy under small earthquakes, excessive deformation and restrainer that stop is controlled anti-vibration bars destroy.
2. the performance standard of high-speed railway bridge is clear and definite.Combined damping system and structural performance target represent and as design variable using displacement, initially with regard to the clear and definite performance standard of engineering structures, can make engineering structures reach target capabilities level by design in design.
3. can guarantee the shock resistance of high-speed railway bridge.Adopt the bridge construction of shock mitigation system to reduce greatly the seismic forces of substructure, using shock mitigation system displacement as design variable, easily control integrally-built performance state, guarantee the shock resistance of High-speed Railway Bridges girder construction.
Brief description of the drawings
The present invention is totally 4 width accompanying drawings, wherein:
Fig. 1 be combined damping system of the present invention along horizontal bridge to structural representation.
Fig. 2 be combined damping system of the present invention longitudinally bridge to structural representation.
Fig. 3 is steel product stress-strain curve schematic diagram of the present invention.
Fig. 4 is anti-vibration bars force-displacement curve schematic diagram of the present invention.
In figure 1 and Fig. 2: 1, anti-vibration bars, 2, drag-line stop, 3, girder, 4, bridge pier, 5, pinner, 6, bearing, 7, auxiliary.
Fig. 3: σ represents stress, ε represents strain, the strain value that A point is corresponding is that the strain value that 0.3%, B point is corresponding is that the strain value that 7%, C point is corresponding is 13%.
Fig. 4: F represents power, D represents displacement, D
1represent elastic displacement limit value, D
2represent design displacement, D
3represent design limit displacement.
Detailed description of the invention
A kind of high-speed railway bridge combined damping system as depicted in figs. 1 and 2, comprising: bridge and shock absorbing structural system; Wherein bridge comprises: girder 3, bridge pier 4, be arranged at the pinner 5 at bridge pier 4 tops and be arranged at the bearing 6 of pinner 5 tops for support girder 3;
Shock absorbing structural system comprises, anti-vibration bars 1 and drag-line stop 2;
Anti-vibration bars 1 adopts low surrender steel to make, and is made up of anchoring section and deformation section, and anchoring section is anchored in bridge pier, and deformation section end is spherical and extend in girder 3 hinged with girder 3;
Drag-line stop 2 is that steel strand are connected between girder 3 and bridge pier 4, in bridge pier left and right, a drag-line stop 2 is respectively set;
Technique scheme, proposes based on function separate type susceptor design theory;
The cross sectional shape of anti-vibration bars 1 and size are determined according to practical structures;
In bridge pier left and right, a drag-line stop 2 is respectively set, is connected between bridge pier and girder and (is conventionally connected in girder lower surface by auxiliary 7).
Bearing, for having the movable pot bearing of higher vertical bearing capacity, is placed between pinner top and girder, and bearing provides vertical bearing capacity, has certain horizontal slip deformability.
And then in earthquake, reducing bridge earthquake response by anti-vibration bars 1 surrender power consumption, excessive deformation and the restrainer of controlling anti-vibration bars 1 with drag-line stop 2 destroy.
The method for designing of high-speed railway bridge combined damping system comprises the steps:
Step 1, pushes over (Pushover) to anti-vibration bars 1 and analyzes, and determines the shift value of its different phase by controlling the strain of anti-vibration bars 1, comprises elastic displacement limit value D
1, design displacement D
2with design limit displacement D
3.
As shown in Figure 3, in figure, A point is in surrender critical condition for steel product stress-strain curve, and corresponding strain value is 0.3%; B point is substantially in the yield point elongation section of steel and between the strengthening starting stage, strain value is approximate gets 7%; C point is in the strengthening segment after steel surrender, approaches peak stress point, and strain value is controlled in 13%.Adopt finite element software to carry out Static Elastoplasticity to anti-vibration bars 1 and push over analysis, obtain force-displacement curve as shown in Figure 4, A point, B point and C the point respectively shift value of correspondence are elastic displacement limit value D
1, design displacement D
2with design limit displacement D
3.
Step 2, under normal operational phase and frequently occurred earthquake, carry out Intensity Design, do not consider the contribution of benzvalene form freely movable bearing to horizontal rigidity, determine the quantity of anti-vibration bars 1 and adopt anti-vibration bars 1 elastic stiffness by preliminary, with the intensity of many vibration shape decomposition reaction spectrometry checking computations anti-vibration bars 1; If anti-vibration bars 1 distortion exceedes elastic displacement limit value D
1, need to increase anti-vibration bars 1 quantity, checking computations again, until meet the demands.
Under frequently occurred earthquake effect, anti-vibration bars 1 is in elastic state, and steel product stress-strain curve is controlled in Fig. 3 in A point, and corresponding elastic displacement limit value is D
1.
Step 3, checks the displacement of anti-vibration bars 1 under design earthquake.Relatively regular bridge is simplified seismic design can adopt equivalent linear method, supposes design displacement D
2the rear equivalent stiffness of determining anti-vibration bars 1, and equivalent damping ratio is ignored or as safety reservior, is less than the limit displacement value in design criterion with the shift value of many vibration shape decomposition reaction spectrometry checking computations anti-vibration bars 1.Irregular and comparatively bridge complex adopt Nonlinear time-history analysis method.
Under design earthquake effect, anti-vibration bars 1 allows certain plastic strain occurs, and stress maximum point is controlled in the B point in Fig. 3, is substantially in the yield point elongation section of steel and strengthens between the starting stage, and calculating anti-vibration bars 1, to design displacement be D
2.
Railroad bridge seismic design allows bridge pier that recoverable Plastic Damage occurs under design earthquake conventionally, for ensureing that anti-vibration bars 1, prior to bridge pier generation plastic yielding, requires the design yield strength of bridge pier to be greater than the actual yield strength of anti-vibration bars 1.Because high-speed railway bridge more adopts steel concrete solid pier, generally can meet above requirement.
Step 4, the design of drag-line stop 2.When anti-vibration bars 1 reaches and exceedes the design displacement D under design earthquake
2time drag-line stop 2 start working, drag-line stop 2 gaps are the design displacement D of anti-vibration bars 1
2; The rigidity of drag-line stop 2 need to be determined by the method for Nonlinear time-history analysis method and tentative calculation, determining of first tentative calculation rigidity: when the distortion of anti-vibration bars 1 plays a role anti-vibration bars 1 while reaching capacity displacement from stop 2, stop 2 and the restoring force increment sum of anti-vibration bars 1 are not less than 0.025 times of superstructure weight.
Under rarely occurred earthquake effect, anti-vibration bars 1 allows the plastic strain that appearance is larger, and stress maximum point is controlled in the C point in Fig. 3, is in the strengthening segment after steel surrender, and the design limit displacement of anti-vibration bars 1 is D
3.
To sum up, combined damping system and the method for designing thereof of anti-vibration bars and drag-line stop composition, this combined damping system is used for reducing and controlling the damage and fracture of high-speed railway bridge in macroseism;
First combined shock absorption and the caging system design scheme of anti-vibration bars and drag-line stop have been proposed to adopt based on function separate type susceptor design theory, surrender power consumption by anti-vibration bars and reduce bridge earthquake response, excessive deformation and the restrainer of controlling anti-vibration bars with drag-line stop destroy.
Secondly under performance-based seismic design framework, anti-vibration bars and the method for designing of drag-line stop under frequently occurred earthquake, design earthquake and rarely occurred earthquake have been provided respectively; And then the present invention can reduce the earthquake response of high-speed railway bridge, improve the anti-seismic performance of structure, be particularly useful for standing the bridge construction of near-fault pulse-like ground motions.
Claims (2)
1. a high-speed railway bridge combined damping system, comprising: bridge and shock absorbing structural system; Wherein bridge comprises: girder (3), bridge pier (4), be arranged at the pinner (5) at bridge pier (4) top and be arranged at pinner (5) top for the bearing (6) of support girder (3);
It is characterized in that: shock absorbing structural system comprises, anti-vibration bars (1) and drag-line stop (2);
Described anti-vibration bars (1) adopts low surrender steel to make, and is made up of anchoring section and deformation section, and anchoring section is anchored in bridge pier, and deformation section end is spherical and extend in girder (3) hinged with girder (3);
Described drag-line stop (2) is that steel strand are connected between girder (3) and bridge pier (4), in bridge pier left and right, a drag-line stop (2) is respectively set.
2. a method for designing for high-speed railway bridge combined damping system, is characterized in that, comprises the steps:
Step 1, pushes over analysis to anti-vibration bars (1), determines the shift value of its different phase by controlling the strain of anti-vibration bars (1), comprises elastic displacement limit value D
1, design displacement D
2with design limit displacement D
3;
Step 2, under normal operational phase and frequently occurred earthquake, carry out Intensity Design, do not consider the contribution of benzvalene form freely movable bearing to horizontal rigidity, determine the quantity of anti-vibration bars (1) and adopt anti-vibration bars (1) elastic stiffness by preliminary, with the intensity of many vibration shape decomposition reaction spectrometry checking computations anti-vibration bars (1); If anti-vibration bars (1) distortion exceedes elastic displacement limit value D
1, need to increase anti-vibration bars (1) quantity, checking computations again, until meet the demands;
Step 3, checks the displacement of anti-vibration bars (1) under design earthquake; Relatively regular bridge is simplified seismic design can adopt equivalent linear method, supposes design displacement D
2the rear equivalent stiffness of determining anti-vibration bars (1), and equivalent damping ratio is ignored or as safety reservior, is less than the limit displacement value in design criterion with the shift value of many vibration shape decomposition reaction spectrometry checking computations anti-vibration bars (1); Irregular and comparatively bridge complex adopt Nonlinear time-history analysis method;
Step 4, the design of drag-line stop (2); When anti-vibration bars (1) reaches and exceedes the design displacement D under design earthquake
2time drag-line stop (2) start working, drag-line stop (2) gap is the design displacement D of anti-vibration bars (1)
2; The rigidity of drag-line stop (2) need to be determined by the method for Nonlinear time-history analysis method and tentative calculation, determining of first tentative calculation rigidity: when the distortion of anti-vibration bars (1) plays a role anti-vibration bars (1) while reaching capacity displacement from stop (2), the restoring force increment sum of stop and anti-vibration bars (1) is not less than 0.025 times of superstructure weight.
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| CN107100067A (en) * | 2017-05-22 | 2017-08-29 | 胥悦微 | It is a kind of to be used for the integral supporting structure of three bridge beam Horizontal Seismics |
| CN107100066A (en) * | 2017-05-22 | 2017-08-29 | 胥悦微 | A kind of limiting structure for bridge |
| CN107577866A (en) * | 2017-08-31 | 2018-01-12 | 中铁二院工程集团有限责任公司 | A kind of design method of the lower combination earthquake isolating equipment of near-fault ground motion effect |
| CN108708268A (en) * | 2018-06-15 | 2018-10-26 | 太原理工大学 | A kind of bridge earthquake resistance anticollision integral type Self-resetting protective device |
| CN110175426A (en) * | 2019-05-31 | 2019-08-27 | 中铁二院工程集团有限责任公司 | Railroad bridge Elasto-plastic Metal limits shock absorption energy consuming device design method |
| CN110258315A (en) * | 2019-04-17 | 2019-09-20 | 中国公路工程咨询集团有限公司 | Antidetonation bridge and its method of construction across active breaking belt |
| CN110820547A (en) * | 2019-10-15 | 2020-02-21 | 招商局重庆交通科研设计院有限公司 | Pier-beam composite locking device |
| CN110983953A (en) * | 2019-12-26 | 2020-04-10 | 重庆三峡学院 | Transverse energy dissipation and shock absorption device suitable for bridge structure and installation method thereof |
| CN111368476A (en) * | 2020-03-05 | 2020-07-03 | 中南大学 | Method for evaluating applicability of high-speed rail bridge-track system under action of near-fault earthquake |
| CN111705625A (en) * | 2020-05-21 | 2020-09-25 | 中南大学 | Lead core rubber support and viscous damper combined shock absorption and isolation multi-span continuous beam bridge |
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| CN114922059A (en) * | 2022-07-04 | 2022-08-19 | 哈尔滨工业大学 | Rolling ball shock insulation support of cross-sliding fault structure |
| CN116043672A (en) * | 2022-04-02 | 2023-05-02 | 北京Acii工程技术有限公司 | Multi-layer anti-seismic fortification structural support system |
| CN116254760A (en) * | 2023-05-06 | 2023-06-13 | 菏泽城建工程发展集团有限公司 | Cable shock attenuation spherical support with shear resistance transition steel sheet structure |
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| CN107100066A (en) * | 2017-05-22 | 2017-08-29 | 胥悦微 | A kind of limiting structure for bridge |
| CN107577866A (en) * | 2017-08-31 | 2018-01-12 | 中铁二院工程集团有限责任公司 | A kind of design method of the lower combination earthquake isolating equipment of near-fault ground motion effect |
| CN107577866B (en) * | 2017-08-31 | 2020-06-30 | 中铁二院工程集团有限责任公司 | Design method of combined shock isolation device under action of near-fault earthquake |
| CN108708268A (en) * | 2018-06-15 | 2018-10-26 | 太原理工大学 | A kind of bridge earthquake resistance anticollision integral type Self-resetting protective device |
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| CN110258315A (en) * | 2019-04-17 | 2019-09-20 | 中国公路工程咨询集团有限公司 | Antidetonation bridge and its method of construction across active breaking belt |
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| CN111368476A (en) * | 2020-03-05 | 2020-07-03 | 中南大学 | Method for evaluating applicability of high-speed rail bridge-track system under action of near-fault earthquake |
| CN111368476B (en) * | 2020-03-05 | 2022-02-11 | 中南大学 | Method for evaluating applicability of high-speed rail bridge-track system under action of near-fault earthquake |
| CN111705625A (en) * | 2020-05-21 | 2020-09-25 | 中南大学 | Lead core rubber support and viscous damper combined shock absorption and isolation multi-span continuous beam bridge |
| CN112900238A (en) * | 2021-01-22 | 2021-06-04 | 同济大学 | Device for limiting energy consumption stay rope made of mild steel |
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| CN116043672B (en) * | 2022-04-02 | 2024-01-12 | 北京Acii工程技术有限公司 | Multi-layer anti-seismic fortification structural support system |
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| CN114922059A (en) * | 2022-07-04 | 2022-08-19 | 哈尔滨工业大学 | Rolling ball shock insulation support of cross-sliding fault structure |
| CN116254760A (en) * | 2023-05-06 | 2023-06-13 | 菏泽城建工程发展集团有限公司 | Cable shock attenuation spherical support with shear resistance transition steel sheet structure |
| CN116254760B (en) * | 2023-05-06 | 2023-10-31 | 菏泽城建工程发展集团有限公司 | Cable shock attenuation spherical support with shear resistance transition steel sheet structure |
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Application publication date: 20141119 |