CN107201715A - The lateral stiffness control method and bridge of high-block bridge concrete continuous girder bridge - Google Patents
The lateral stiffness control method and bridge of high-block bridge concrete continuous girder bridge Download PDFInfo
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- E—FIXED CONSTRUCTIONS
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Abstract
The present invention relates to high-block bridge concrete-bridge technical field, and in particular to the lateral stiffness control method and bridge of high-block bridge concrete continuous girder bridge, control method include：A, determine that continuous bridge span and bridge pier pier are high；B, set under the horizontal Line stiffness of different bridge piers and obtain corresponding vehicle-bridge coupling power response；C, relatively and draw the horizontal Line stiffness of bridge pier and the curve of corresponding vehicle-bridge coupling power response；D, the Transverse Stiffness Limit for obtaining continuous bridge；E, determination meet the design parameter of the continuous bridge of Transverse Stiffness Limit requirement.The control method is by changing the horizontal Line stiffness of bridge pier, obtain the curve map of corresponding vehicle-bridge coupling power response, and select to meet the lateral stiffness under desired vehicle-bridge coupling power response, obtain rigidity limit value, and then Bridge Design parameter, controlled the rigidity of continuous bridge, it is ensured that the safety of structure of bridge in use, and security, stability and comfort requirement during train driving.
Description
Technical field
The present invention relates to high-block bridge concrete-bridge technical field, more particularly to high-block bridge concrete continuous girder bridge
Lateral stiffness control method and bridge.
Background technology
China is the country in mountain area more than one, and mountain area area accounts for the 2/3 of area, residing for Mountainous high speed railway bridge
Environmental geology is complicated, topography variation multiterminal, and its ground height is big, and change is frequent, and horizontal slope is steeper.In the region railway construction,
Circuit will inevitably across zanjon deep valley, it is necessary to build substantial amounts of high-pier and long-span bridge, bridge pier as bridge structure weight
Want part, it is necessary to assure integrally-built safe, comfortable, the durable and good power performance of bridge.
The problem of stiffness reliability of railway high-pier and long-span bridge is a complexity, railroad bridge particularly high-block bridge bridge
Rigidity is weaker, the security of its stiffness reliability and bridge structure, the stability of gapless track, driving security, stationarity and
Comfortableness has compared with Important Relations.Therefore, it is necessary to require that bridge has certain rigidity, train traffic safety and trip just can guarantee that
The requirement of objective ride comfort, while ensureing the security of bridge structure and the stabilization of railway track.Stiffness reliability is included laterally
Stiffness reliability and longitudinal rigidity control, when train running speed is smaller, the lateral amplitude of vibration of bridge is little, but with train speed
Raising and build high-speed railway, bridge lateral vibration problem also increasingly draws attention caused by train.Ensure that bridge pier is horizontal
Rigidity is more than its rigidity limit value, and on the one hand limiting Transverse Vibration of Train amplitude, (guarantee train will not topple, traveller's
Discomfort will not be produced)；On the other hand to limit bridge lateral vibration and (ensure that bridge will not be because vibration produces fatigue and reduces and uses
Life-span), so, how to efficiently control bridge lateral vibration and lateral stiffness becomes guarantee bridge security and train driving is flat
Surely, it is comfortable crucial.
Signified high-block bridge concrete continuous girder bridge refers to more than bridge pier height 50m, more than span 100m in the present invention
Concrete continuous girder bridge.In the prior art, the lateral stiffness of bridge is generally using the Natural Frequencies of Transverse Vibration and beam body of beam body
Horizontal amount of deflection is controlled,《Railway bridges and culverts designs fundamental norms》(TB10002.1-2005) 5.1.3 bars define different structure
The requirement for the feasible value that the Natural Frequencies of Transverse Vibration f of type bridge should be met, is shown in Table shown in one.Train rocking force, centrifugal force and
In the presence of wind-force, the horizontal amount of deflection of beam body should be less than or equal to effective span 1/4000, to the sensitive structure of temperature deformation, still
The influence of temperature action should be considered according to actual conditions.
The Natural Frequencies of Transverse Vibration f feasible values of the different types of structure bridge of table one
| Structure type | It is applicable span L (m) | Natural Frequencies of Transverse Vibration f feasible values (Hz) |
| I-type steel girder | 24~40 | ＞ 60/L0.8 |
| Plate giders with below supports | 24~32 | ＞ 55/L0.8 |
| Half across steel truss | 40~48 | ＞ 60/L0.8 |
| Underpass type steel truss girder | 48~80 | ＞ 65/L0.8 |
| Prestressed concrete beam | 24~40 | ＞ 55/L0.8 |
Meanwhile, specification 5.1.4 bars it further provides that, the lateral stiffness of girder steel is in addition to meeting the 5.1.3 articles, the width of beam
(width is the centre-to-centre spacing of main truss or girder)：
Base-supporting freely-supported and continuous trusses end bay are no less than 1/20；
Remaining is each across no less than 1/25 across outer for continuous trusses flash trimming；
Simply supported slab Liangqi width is no less than 1/15, and transverse width is no less than 2.2m.
In addition,《High-speed railway specification》With《Design of High-speed Railway specification》The lateral stiffness relevant parameter of bridge is also carried out
Regulation.But these regulation just for bridge pier height 50m (or even 30m), span below 100m bridge, to high-block bridge
Bridge is inapplicable.All occurred when the railways such as the common railway designed, Line for Passenger Transportation, quasi high-speed line are in operation in the past
Lateral amplitude of vibration is excessive when train is passed a bridge causes the problem of dangerous situation occurs, after being built up due to bridge, and train transverse shakiness is violent,
Therefore the bridge pier weaker to lateral stiffness has carried out consolidation process, some circuits operation initial stage such a phenomenon it is unobvious, with
The accumulation lateral stiffness problem of Train Schedule is increasingly protruded, and this can cause the damage of bridge structure, while jeopardizing train
Security, stability and the comfortableness of driving.
Concrete-bridge includes
Seat supports are connected, and the Dun Liang of continuous rigid frame bridge is to be rigidly connected, and concrete continuous girder bridge is with Concrete Rigid Frame in rigidity
Had differences in control.
The content of the invention
It is an object of the invention to：For in the prior art when building high-block bridge degree concrete continuous bridge, due to
The lateral stiffness of uncontrollable continuous bridge, empirically determined can only cause the lateral stiffness of continuous bridge to there may be deficiency
And then influence bridge security, traffic safety and there is provided a kind of horizontal stroke of high-block bridge concrete continuous girder bridge the problem of stablize comfortable
To stiffness reliability method and bridge, the control method obtains different bridge pier x wires firm by changing the horizontal Line stiffness of bridge pier
The curve map of degree and corresponding vehicle-bridge coupling power response, and select to meet the horizontal stroke under desired vehicle-bridge coupling power response
To rigidity, rigidity limit value is obtained, and then Bridge Design parameter is obtained according to rigidity limit value, the rigidity of continuous bridge is controlled
System, it is ensured that the safety of structure of bridge in use, and security, stability and comfort requirement during train driving.
In order to realize foregoing invention purpose, the invention provides following technical scheme：
A kind of lateral stiffness control method of high-block bridge concrete continuous girder bridge, comprises the following steps：
A, determine that continuous bridge span and bridge pier pier are high；
Under the horizontal Line stiffness of the different bridge pier of b, setting, and obtain corresponding vehicle-bridge coupling power response；
C, relatively and draw the horizontal Line stiffness of bridge pier and the curve of corresponding vehicle-bridge coupling power response；
D, the Transverse Stiffness Limit for obtaining continuous bridge；
E, the design parameter for determining continuous bridge, make it meet the Transverse Stiffness Limit requirement in step d.
When building high-block bridge concrete continuous girder bridge, due to the limitation of its geographical conditions, its usual continuous bridge
Span and bridge pier pier height are substantially determined, firm by the x wire for changing bridge pier in the case where set bridge span and pier are high
Degree, obtains the corresponding vehicle-bridge coupling power response under different Line stiffness, because the rigidity of bridge finally directly influences bridge
The security of girder construction, the security of train driving, the stability of train driving and the comfortableness of passenger, and these securities,
Stability and comfortableness may finally be quantified and be controlled by the index of vehicle-bridge coupling power response, take this side
Formula, carries out conversion and control, so that the rigidity of continuous bridge is controlled, it is ensured that bridge makes by the stiffness reliability of continuous bridge
Safety of structure during, and security, stability and comfort requirement during train driving.
It is preferred that, in the step d, take the vehicle-bridge coupling power response obtained in step c to meet corresponding rule respectively
Threshold value, the prescribed limits include the bridge evaluation index for meeting bridge structure safe, and meet vehicle safety, put down
The vehicle evaluation index of stability and comfortableness.
Under track irregularity and extrinsic motivation (such as wind load) effect, when rail vehicle is by bridge, vehicle and bridge
Liang Douhui vibrates, and excessive vibration can influence travel safety and ride quality, therefore, be commented by corresponding index
Sentence the vibration performance of vehicle and bridge.When vehicle-bridge coupling power response meets corresponding prescribed limits, bridge structure is in
Safe condition, is controlled while vehicle traveling is also at safety, steady and comfort conditions, now, lateral stiffness, meets actual
Service condition.
The prescribed limits of bridge evaluation index and vehicle evaluation index as shown in Table 2, are controlling the laterally firm of continuous bridge
When spending, rigidity is set to be effectively controlled by the index in control table two.During due to vehicle on bridge, the two is in a coupling
In the same system of conjunction, it can make a difference each other, therefore, when controlling the rigidity of continuous bridge, it is necessary to meet bridge simultaneously
Beam evaluation index and vehicle evaluation index.Bridge evaluation index includes the water of horizontal deflection span ratio, transverse acceleration and unilateral two ends
Flat-folded angle, and the index that vehicle evaluation index is related generally in two aspects of security and comfortableness, security includes derailing system
Index in number, rate of wheel load reduction, transverse horizontal force and Overturning Coefficient, comfortableness includes transverse acceleration and transverse direction Sperling
Index.
The prescribed limits of the bridge evaluation index of table two and vehicle evaluation index
It is preferred that, the bridge evaluation index is in the presence of lateral direction of car nosing force, centrifugal force, wind-force and temperature
Index.
Because lateral direction of car nosing force, centrifugal force, wind-force and temperature are larger to the horizontal deflection of continuous bridge beam body,
And the horizontal amount of deflection of beam body be one of stiffness reliability it is important embody, when evaluating bridge structure safe, need to consider these with
Influence factor.
It is preferred that, in the step b, comprise the steps：
B1, set up Train-bridge coupling Dynamic Analysis Model, including auto model and continuous bridge model；
B2, the horizontal Line stiffness for adjusting continuous bridge model bridge pier pier top, obtain the vehicle bridge under different horizontal Line stiffness
Coupled dynamic response value；
B3, the travel speed for adjusting auto model, obtain vehicle-bridge coupling power response at various speeds.
In order to obtain the horizontal Line stiffness of continuous bridge and the corresponding relation of vehicle-bridge coupling power response, by adjusting pier
The horizontal Line stiffness on top, obtains the vehicle-bridge coupling power response under multiple horizontal Line stiffness, so as to obtain rigidity and power
The corresponding relation and affecting laws of response, meanwhile, the speed of train is in a certain interval for bridge in actual use
Scope, in order to ensure the driving safety of train at various speeds, by adjusting the travel speed of train, is obtained in multiple speed
Vehicle-bridge coupling power response under degree, so as to obtain the corresponding relation and affecting laws of speed and dynamic response value, it is ensured that bridge
The lateral stiffness of beam is satisfied by use requirement under all speed.
It is preferred that, in the step b2, different bridge pier pier tops are obtained by the foundation stiffness for adjusting continuous bridge model
Horizontal Line stiffness.
It is preferred that, in the step b3, adjust auto model travel speed when, including 250km/h, 300km/h and
Tri- kinds of speed of 350km/h.With the lifting of train running speed, the travel speed of adjustment auto model is these three speed, energy
The actual travel demand of train is met, makes train under the conditions of high-speed cruising, its lateral stiffness still meets security, stationarity
With comfortableness requirement.
It is preferred that, the vehicle-bridge coupling power response include lateral direction of car vibration acceleration, lateral direction of car comfort level and
Both ends horizontal knuckle at bridge floor.
Lateral direction of car vibration acceleration and lateral direction of car comfort level directly reflect vehicle operation security, stationarity and relax
Adaptive, is the important goal index of lateral stiffness control, is commented by lateral direction of car vibration acceleration and lateral direction of car comfort level
Valency bridge stiffness, is defined to lateral rigidity of bridge, so as to be met the continuous bridge lateral stiffness limit of vehicle traveling
The size of both ends horizontal knuckle then directly reflects continuous two deformations in horizontal direction at value, bridge floor, with bridge
Lateral stiffness it is directly related, by evaluating the size of both ends horizontal knuckle at bridge floor, controlled lateral rigidity of bridge
System.
It is preferred that, verification step f is additionally provided between the step d and step e, is imitated using car-line-bridge coupling power
The lateral stiffness of true analysis and judgment continuous bridge, and then determine the reliability of the lateral stiffness of continuous bridge.
After the limits of continuous bridge lateral stiffness are obtained, before real bridge is built up, it is impossible to which train actual motion is entered
Row measurement, can not also survey the evaluation index in terms of the lateral stiffness of bridge.Aforesaid way is taken, is coupled by car-line-bridge dynamic
Power simulation analysis, carry out Actual Simulation, assess whether lateral rigidity of bridge meets travel safety, stationarity and comfortableness.
It is preferred that, the step f specifically includes following steps：
F1, set up car-line-bridge coupling dynamical simulation model, including vehicle, track and bridge, bridge model laterally just
Degree meets the Transverse Stiffness Limit in step d；
F2, with dynamics of vehicle, dynamics of orbits and bridge structure dynamical investigation method, by vehicle, track and
Bridge is used as a coupling dynamical system；
F3, the equation of motion for setting up bridge, track and vehicle respectively；
F4, the dynamic response with numerical value emulation method solution fare bridge system, and then evaluate travel safety；
F5, analyzed by finite element analysis model, and then confirm that obtained lateral stiffness meets actual condition.
At present, greatly developing and ripe application due to finite element method, in the imitative of high-block bridge concrete continuous girder bridge
Bridge pier body structure and beam body form can be determined according to obtained lateral stiffness value in true mode, set up accurate bridge finite element
Model, while track circuit, train model are set up, and as the interaction that one couples between dynamical system, three
The integrated computational theory of line bridge pier that analysis is still based on common seamless turnout on bridge is calculated, carrying out numerical value using Finite Element asks
Solution.
Fairly perfect high-speed railway four-axle vehicle model is set up, vehicle is considered as comprising a car body, two bogies
With four wheel to multi-rigid-body system, each rigid body consider it is horizontal, vertical, sidewinder, shake the head, the free degree of nodding, totally 35 from
By spending, while considering the various non-linear factors of vehicle suspension system；Bridge upper rail kinetic model is set up, rail is modeled to
Endless Euler beams on the basis of discrete supported by elastic point, sleeper and it is discrete after railway roadbed be considered as rigid block；Using limited
First method sets up the kinetic model of bridge, and bar unit, beam element, Slab element model are respectively adopted according to the characteristics of bridge, basis
Rigidity is simulated using spring unit, and secondary dead load is simulated using mass unit.
Using new dynamic wheel rail relation, the situation that wheel track elastic deformation and wheel track instantaneously depart from is taken into full account.Wheel track
Normal force, which is calculated, uses Hertz nonlinear elasticity contact theories, and wheel-rail creep force uses the linear creeping deformation meters of Kalker first
Calculate, then non-liner revision is carried out by Shen Shi theories.
For train-circuit-Modular Bridge System, due to wheel/rail contact geometric, wheel-rail contact force, suspension it is non-linear
Characteristic, and the time variation that position of the train on bridge changes over time and shown, are solved using time domain approach.Root
According to system features, whole system is divided into by vehicle subsystem, rail Orbit subsystem and bridge subsystem using isolated subsystem method,
Set up by geometrical relationship between its equation of motion, each subsystem and be associated with interaction force respectively, using explicit-implicit
Mixed product point-score solving system dynamic response.
Main excitation using track irregularity time domain samples as system, it is firm to different speeds, different automobile types, different bridge piers
Fare bridge system dynamic response under degree carries out time-domain-simulation analysis, obtains the dynamic response of train, circuit and bridge subsystem
Value, inquires into the affecting laws that each factor respond to system, according to bridge power evaluation index, safety indexes of train and steadily
Property index the reasonable lateral stiffness of high pier is studied, meeting use requirement for the actual bridge built provides guarantee.
It is preferred that, step g, the step g are also set up after the step e：After continuous bridge is built up by design parameter, adopt
Lateral rigidity of bridge is verified with verification method, the verification method includes into bridge static and dynamic load test and driving is tested.
After some existing bridges are built up, with the accumulation of Train Schedule, lateral stiffness problem is increasingly protruded, and is adopted
Aforesaid way is taken, by being verified into bridge static and dynamic load test and driving test to bridge, bridge is not occurred in later stage use
The situation that lateral amplitude of vibration transfinites when train is passed a bridge.
Accordingly, the present invention also provides high-block bridge concrete continuous girder bridge, is controlled according to lateral stiffness as described above
The high-block bridge concrete continuous girder bridge that method is obtained, the Transverse Stiffness Limit of the continuous bridge is high corresponding with its span and pier.
Specifically, high and Transverse Stiffness Limit the corresponding relation of its span, pier meets following table.
Span and pier height to continuous bridge is in the span and pier high scope met listed by upper table, and its lateral stiffness value expires
During the above-mentioned listed limit value of foot, the dynamic response value of vehicle and bridge is can guarantee that in control range, so as to meet what bridge was used
Safety of structure, and make train safety, steady, comfortable operation.When constructing a bridge, the rigidity limits provided according to upper table,
Directly obtain the limiting design value of lateral stiffness of the continuous bridge in building course so that bridge construction unit is building bridge mistake
Cheng Zhong, can directly refer to and use the limit value of bridge lateral rigidity scope, save a large amount of manpower, material resources and financial resources, shorten construction week
Phase.
It is preferred that, when bridge span and bridge pier height in the neighbouring value of upper table values listed when, its Transverse Stiffness Limit reference
Limit value is performed in table.
Aforesaid way is taken, continuous bridge is obtained corresponding lateral stiffness limit under the conditions of each span and pier are high
Value, so that bridge can not only be met using safety, makes train ensure in the process of running safe, steady, comfortable, and can be most
Building materials is saved to big degree, so as to reduce the cost for building bridge, makes maximizing the benefits.
Compared with prior art, beneficial effects of the present invention：
1st, by changing the horizontal Line stiffness of bridge pier, the corresponding vehicle-bridge coupling power response under different Line stiffness is obtained
Value, due to the rigidity of bridge finally directly influence the security of bridge structure, the security of train driving, train driving it is steady
The comfortableness of qualitative and passenger, and these securities, stability and comfortableness may finally pass through vehicle-bridge coupling power response
Index quantified and controlled, take this mode, the stiffness reliability of continuous bridge be subjected to conversion and control so that
The rigidity of continuous bridge is controlled, it is ensured that the safety of structure of bridge in use, and security during train driving,
Stability and comfortableness requirement；
2nd, lateral direction of car vibration acceleration and lateral direction of car comfort level directly reflect vehicle operation security, stationarity and
Comfortableness, is the important goal index of lateral stiffness control, and the size of both ends horizontal knuckle then directly reflects at bridge floor
Continuous two deformations in horizontal direction, by the way that vehicle-bridge coupling power response is set to include these three indexs, so that
It is determined that meeting the Transverse Stiffness Limit of these three judging quotas, controlled the lateral stiffness of bridge；
3rd, time-domain-simulation analysis is carried out to the fare bridge system dynamic response under different speeds, different pier stiffness, obtained
The dynamic response value of train, circuit and bridge subsystem, inquires into the affecting laws that each factor is responded to system, according to bridge power
Evaluation index, the safety indexes of train and riding index are studied the reasonable lateral stiffness of high pier, are actual construction
Bridge meets use requirement and provides guarantee.
Brief description of the drawings：
Fig. 1 is the step flow chart of the lateral stiffness control method of high-block bridge concrete continuous girder bridge.
Fig. 2 changes for motor-car transverse acceleration on the high 100m of span (60+100+60) m piers continuous bridge with Line stiffness
Curve map.
Fig. 3 becomes for the horizontal comfort level index of motor-car on the high 100m of span (60+100+60) m piers continuous bridge with Line stiffness
The curve map of change.
The song that Fig. 4 changes for motor-car transverse acceleration on the high 60m of span (48+80+48) m piers continuous bridge with Line stiffness
Line chart.
The song that Fig. 5 changes for the horizontal comfort level of motor-car on the high 60m of span (48+80+48) m piers continuous bridge with Line stiffness
Line chart.
The song that Fig. 6 changes for motor-car transverse acceleration on the high 80m of span (48+80+48) m piers continuous bridge with Line stiffness
Line chart.
The song that Fig. 7 changes for the horizontal comfort level of motor-car on the high 80m of span (48+80+48) m piers continuous bridge with Line stiffness
Line chart.
Fig. 8 changes for motor-car transverse acceleration on the high 100m of span (48+80+48) m piers continuous bridge with Line stiffness
Curve map.
Fig. 9 changes for the horizontal comfort level of motor-car on the high 100m of span (48+80+48) m piers continuous bridge with Line stiffness
Curve map.
Embodiment
With reference to test example and embodiment, the present invention is described in further detail.But this should not be understood
Following embodiment is only limitted to for the scope of above-mentioned theme of the invention, it is all that this is belonged to based on the technology that present invention is realized
The scope of invention.
Embodiment 1
As shown in figure 1, the lateral stiffness control method of high-block bridge concrete continuous girder bridge, comprises the following steps：
A, determine that continuous bridge span and bridge pier pier are high；
Under the horizontal Line stiffness of the different bridge pier of b, setting, corresponding vehicle-bridge coupling power response is obtained；
C, relatively and draw the horizontal Line stiffness of bridge pier and the curve of corresponding vehicle-bridge coupling power response；
D, the vehicle-bridge coupling power response obtained in step c is taken to meet corresponding prescribed limits respectively, so as to be connected
The Transverse Stiffness Limit of continuous beam bridge, the prescribed limits of vehicle-bridge coupling power response include meeting the bridge of bridge structure safe
Evaluation index, and meet the vehicle evaluation index of vehicle safety, stationarity and comfortableness；
E, the design parameter for determining continuous bridge, make it meet the Transverse Stiffness Limit requirement in step d.
Vehicle-bridge coupling power response includes bridge dynamic response and vehicle dynamic response, when train is by bridge, beam
The excessive vibration of body can make circuit unstability on bridge, influence train operating safety, therefore the deformation to bridge and vibration acceleration need
Limit, design vehicle safety indexes and vehicle riding comfort index in terms of vehicle dynamic response.In terms of safety indexes, take off
Rail coefficient and the important indicator that rate of wheel load reduction is evaluation train operational safety.When the wheel weight decrement of certain single wheel is excessive
When, while by cross force and torque collective effect, vehicle probably due to off-load rate is excessive to cause derailing, therefore, it is necessary to wheel
Weight off-load rate value is any limitation as；In terms of comfort index, train driving is when on straight line, vertical, the oscillation crosswise of car body
Acceleration is to cause the uncomfortable principal element of human body.Car body is vertical, lateral vibration acceleration and Sperling parameters are to evaluate
The important indicator of riding comfort.
Under track irregularity and extrinsic motivation (such as wind load) effect, when rail vehicle is by bridge, vehicle and bridge
Liang Douhui vibrates, and excessive vibration can influence travel safety and ride quality, therefore, be commented by corresponding index
Sentence the vibration performance of vehicle and bridge.When vehicle-bridge coupling power response meets corresponding prescribed limits, bridge structure is in
Safe condition, is controlled while vehicle traveling is also at safety, steady and comfort conditions, now, lateral stiffness, meets actual
Service condition.
The prescribed limits of bridge evaluation index and vehicle evaluation index meet following condition：
Derailment coefficients：Q/P≤0.8；
Rate of wheel load reduction：ΔP/P≤0.60；
Train operational safety index wheel should be less than 80kN to transverse horizontal force；
Allow Overturning Coefficient：D≤0.8；
Cross-car vibration acceleration：ay≤1.0m/s2；
The index of ride quality has Sperling indexs, and specific standards refer to China railway ministerial standard TB/T-2360-93
Division with standard GB/T 5599-85 to comfort level.
Rigidity is set to be effectively controlled by These parameters value range.During due to vehicle on bridge, the two is in one
In the same system of coupling, it can make a difference each other, therefore, when controlling the rigidity of continuous bridge, it is necessary to meet simultaneously
Bridge evaluation index and vehicle evaluation index.Bridge evaluation index includes horizontal deflection span ratio, transverse acceleration and unilateral two ends
Horizontal knuckle, and the index that vehicle evaluation index is related generally in two aspects of security and comfortableness, security includes derailing
Index in coefficient, rate of wheel load reduction, transverse horizontal force and Overturning Coefficient, comfortableness includes transverse acceleration and transverse direction
Sperling indexs.
After the Transverse Stiffness Limit for obtaining continuous bridge, it is possible to determine the relevant design parameter of bridge, including determine bridge
Design in terms of face parameter (horizontal slope, longitudinal slope), bridge axle flat linearity, girder construction, concrete, pile foundation, pier shaft structure
Parameter makes lateral rigidity of bridge meet the Transverse Stiffness Limit that the above method is obtained.
As a kind of embodiment therein, bridge evaluation index is in lateral direction of car nosing force, centrifugal force, wind-force and temperature
Index in the presence of degree, due to the horizontal amount of deflection of lateral direction of car nosing force, centrifugal force, wind-force and temperature to continuous bridge beam body
Influence is larger, and the horizontal amount of deflection of beam body is an important embodiment of stiffness reliability, when evaluating bridge structure safe, need to examine
Consider these and influence factor.
As one of which preferred embodiment, step b specifically includes following step：
B1, set up Train-bridge coupling Dynamic Analysis Model, including auto model and continuous bridge model；
The horizontal Line stiffness of the different bridge pier pier tops of b2, the foundation stiffness acquisition by adjusting continuous bridge model, is obtained
Vehicle-bridge coupling power response under the horizontal Line stiffness of different pier tops；
B3, the travel speed for adjusting auto model, it is respectively 250km/h, 300km/h and 350km/ to take Vehicle Speed
H, obtains vehicle-bridge coupling power response at various speeds.
In order to obtain the horizontal Line stiffness of continuous bridge and the corresponding relation of vehicle-bridge coupling power response, by adjusting pier
The horizontal Line stiffness on top, obtains the vehicle-bridge coupling power response under multiple horizontal Line stiffness, so as to obtain rigidity and power
The corresponding relation and affecting laws of response, meanwhile, the speed of train is in a certain interval for bridge in actual use
Scope, in order to ensure the driving safety of train at various speeds, by adjusting the travel speed of train, is obtained in multiple speed
Vehicle-bridge coupling power response under degree, so as to obtain the corresponding relation and affecting laws of speed and dynamic response value, it is ensured that bridge
The lateral stiffness of beam is satisfied by use requirement under all speed.
As one of which preferred embodiment, the vehicle-bridge coupling power of the lateral stiffness for judging continuous bridge rings
It should be worth including both ends horizontal knuckle at lateral direction of car vibration acceleration, lateral direction of car comfort level and bridge floor.
Lateral direction of car vibration acceleration and lateral direction of car comfort level directly reflect vehicle operation security, stationarity and relax
Adaptive, is the important goal index of lateral stiffness control, is commented by lateral direction of car vibration acceleration and lateral direction of car comfort level
Valency bridge stiffness, is defined to lateral rigidity of bridge, so that the continuous bridge Transverse Stiffness Limit of vehicle traveling is met,
The size of both ends horizontal knuckle then directly reflects continuous two deformations in horizontal direction, the horizontal stroke with bridge at bridge floor
It is directly related to rigidity, by evaluating the size of both ends horizontal knuckle at bridge floor, controlled lateral rigidity of bridge.
As one of which preferred embodiment, after the limits of continuous bridge lateral stiffness are obtained, real bridge is built
Into before, using the lateral stiffness of car-line-bridge coupling dynamical simulation analysis and judgment continuous bridge, and then continuous bridge is determined
The reliability of lateral stiffness, specifically includes following steps：
F1, set up car-line-bridge coupling dynamical simulation model, including vehicle, track and bridge, bridge model laterally just
Degree meets the Transverse Stiffness Limit in step d；
F2, with dynamics of vehicle, dynamics of orbits and bridge structure dynamical investigation method, by vehicle, track and
Bridge is used as a coupling dynamical system；
F3, the equation of motion for setting up bridge, track and vehicle respectively；
F4, the dynamic response with numerical value emulation method solution fare bridge system, and then evaluate travel safety；
F5, analyzed by finite element analysis model, and then confirm that obtained lateral stiffness meets actual condition.
At present, greatly developing and ripe application due to finite element method, in the imitative of high-block bridge concrete continuous girder bridge
Bridge pier body structure and beam body form can be determined according to obtained lateral stiffness value in true mode, set up accurate bridge finite element
Model, while track circuit, train model are set up, and as the interaction that one couples between dynamical system, three
The integrated computational theory of line bridge pier that analysis is still based on common seamless turnout on bridge is calculated, carrying out numerical value using Finite Element asks
Solution.
Fairly perfect high-speed railway four-axle vehicle model is set up, vehicle is considered as comprising a car body, two bogies
With four wheel to multi-rigid-body system, each rigid body consider it is horizontal, vertical, sidewinder, shake the head, the free degree of nodding, totally 35 from
By spending, while considering the various non-linear factors of vehicle suspension system；Bridge upper rail kinetic model is set up, rail is modeled to
Endless Euler beams on the basis of discrete supported by elastic point, sleeper and it is discrete after railway roadbed be considered as rigid block；Using limited
First method sets up the kinetic model of bridge, and bar unit, beam element, Slab element model are respectively adopted according to the characteristics of bridge, basis
Rigidity is simulated using spring unit, and secondary dead load is simulated using mass unit.
Using new dynamic wheel rail relation, the situation that wheel track elastic deformation and wheel track instantaneously depart from is taken into full account.Wheel track
Normal force, which is calculated, uses Hertz nonlinear elasticity contact theories, and wheel-rail creep force uses the linear creeping deformation meters of Kalker first
Calculate, then non-liner revision is carried out by Shen Shi theories.
For train-circuit-Modular Bridge System, due to wheel/rail contact geometric, wheel-rail contact force, suspension non-thread
Property characteristic, and the time variation that position of the train on bridge changes over time and shown, are solved using time domain approach.
According to system features, whole system is divided into by vehicle subsystem, rail Orbit subsystem and bridge subsystem using isolated subsystem method
System, sets up by geometrical relationship between its equation of motion, each subsystem and is associated with interaction force respectively, using explicit-hidden
Formula mixed product point-score solving system dynamic response.
Main excitation using track irregularity time domain samples as system, it is firm to different speeds, different automobile types, different bridge piers
Fare bridge system dynamic response under degree carries out time-domain-simulation analysis, obtains the dynamic response of train, circuit and bridge subsystem
Value, inquires into the affecting laws that each factor respond to system, according to bridge power evaluation index, safety indexes of train and steadily
Property index the reasonable lateral stiffness of high pier is studied, meeting use requirement for the actual bridge built provides guarantee.
As one of which embodiment, after continuous bridge is built up by design parameter, using verification method to bridge lateral
Rigidity is verified that the verification method includes into bridge static and dynamic load test and driving is tested, after some existing bridges are built up, with
The accumulation of Train Schedule, lateral stiffness problem is increasingly protruded, and takes aforesaid way, by into bridge static and dynamic load test and
Driving test is verified to bridge, makes the bridge situation that lateral amplitude of vibration transfinites when that will not occur train gap bridge in the later stage.
By changing the horizontal Line stiffness of bridge pier in the present embodiment, obtain the corresponding vehicle-bridge coupling under different Line stiffness and move
Force-responsive value, because the rigidity of bridge finally directly influences the security of bridge structure, the security of train driving, train row
The stability and the comfortableness of passenger sailed, and these securities, stability and comfortableness may finally pass through vehicle-bridge coupling power
The index of response is quantified and controlled, and takes this mode, and the stiffness reliability of continuous bridge is carried out into conversion and control, from
And controlled the rigidity of continuous bridge, it is ensured that the safety of structure of bridge in use, and peace during train driving
Quan Xing, stability and comfortableness requirement.
Embodiment 2
In the present embodiment, the lateral stiffness control method of the high-block bridge concrete continuous girder bridge in embodiment 1 is taken, it is right
Span is (60+100+60) m, and a height of 100m of bridge pier pier continuous bridge carries out lateral stiffness control.
It is theoretical according to vehicle-bridge coupled vibration for the Transverse Stiffness Limit of Analysis of Continuous Beams bridge, with bridge structure power
Analysis program BDAP, uses Space finite element method to establish a height of 100m of pier, main span span respectively high for 100 typical mountain region
Pier bridge full-bridge Dynamic Analysis Model, auto model using Germany ICE3 bullet trains, by adjust the foundation stiffness of model come
The horizontal Line stiffness operating mode of different pier tops is obtained, and then analyzes influence of the different bridge pier lateral stiffnesses to vehicle bridge dynamical system, than
Relatively and draw horizontal Line stiffness and vehicle bridge power and mainly examine the influence curve for calculating result, propose Transverse Stiffness Limit scope.
Influence of the horizontal pier top Line stiffness of bridge pier to each transverse response of vehicle-bridge system is analyzed, adjusts foundation stiffness to change pier
The horizontal Line stiffness in top, by continuous bridge computation model respectively ICE3 vehicle groups travel speed be 250km/h, 300km/h,
Vehicle-bridge coupling calculating is carried out under tri- kinds of speed of 350km/h.By contrasting bridge vehicle bridge under 3 kinds of different pier top Line stiffness operating modes
The various responses of system, it can be seen that the transverse response (including span centre lateral displacement and pier top lateral displacement) of bridge all compares
It is small, and vehicle response is more obvious with the change of pier top Line stiffness, so by vehicle lateral acceleration and horizontal comfort level index
It is used as the Con trolling index of bridge pier pier top Line stiffness.As Fig. 2 and Fig. 3 delineate the lateral direction of car vibration acceleration of continuous bridge with
And horizontal comfort level index is by pier top Line stiffness influence curve.
To (60+100+60) m continuous beams that main span is 100m it can be seen from Fig. 2 and Fig. 3, when pier top rigidity limit value takes
During 600kN/cm, the lateral vibration acceleration of train and horizontal comfort level index have exceeded prescribed limits, therefore lateral stiffness takes
839kN/cm。
According to《Design of High-speed Railway specification》In to the regulation of pier transverse horizontal Line stiffness, in ZK mobile loads, lateral oscillation
In the presence of power, wind-force and temperature, the horizontal knuckle of beam-ends should be not more than 1.0 ‰ at bridge floor caused by pier top transverse horizontal displacement
Radian.
In order to check whether continuous beam meets code requirement in Transverse Stiffness Limit, road speed (unit is calculated respectively：
Km/h)/sweep (unit：M) be respectively 350/7000,300/5000, centrifugal force in the case of 25,0/3,200 3 kind, and choose
Maximum centrifugal force is applied on FEM model with wind load, transverse rocking force and temperature action Load Combination.Calculate institute
The 100m a height of 100m of continuous beam pier are obtained, when pier top transverse direction Line stiffness is 839kN/cm, the horizontal knuckle of beam-ends is 0.863 ‰, is less than
1.0 ‰ radians, meet code requirement.
Embodiment 3
In the present embodiment, the lateral stiffness control method of the high-block bridge concrete continuous girder bridge in embodiment 1 is taken, it is right
Span is (48+80+48) m, and bridge pier pier height is respectively that 60m, 80m and 100m continuous bridge carry out lateral stiffness control, is drawn
The Transverse Stiffness Limit of the high-block bridge concrete continuous girder bridge of the span.
It is theoretical according to vehicle-bridge coupled vibration in order to obtain the Transverse Stiffness Limit of continuous bridge, with bridge structure power
Analysis program BDAP, uses Space finite element method to set up span for (48+80+48) m, and pier height is respectively 60m, 80m and 100m
The high pier bridge full-bridge Dynamic Analysis Model of typical mountain region, auto model is using Germany ICE3 bullet trains, by adjusting model
Foundation stiffness obtain the horizontal Line stiffness operating mode of different pier tops, and then analyze different bridge pier lateral stiffnesses to vehicle bridge dynamical system
The influence of system, relatively and draws horizontal Line stiffness and vehicle bridge power and mainly examines the influence curve for calculating result, proposes lateral stiffness limit
It is worth scope.
Influence of the horizontal pier top Line stiffness of bridge pier to each transverse response of vehicle-bridge system is analyzed, adjusts foundation stiffness to change pier
The horizontal Line stiffness in top, by continuous bridge computation model respectively ICE3 vehicle groups travel speed be 250km/h, 300km/h,
Vehicle-bridge coupling calculating is carried out under tri- kinds of speed of 350km/h.By contrasting bridge vehicle bridge under 3 kinds of different pier top Line stiffness operating modes
The various responses of system, it can be seen that the transverse response (including span centre lateral displacement and pier top lateral displacement) of bridge all compares
It is small, and vehicle response is more obvious with the change of pier top Line stiffness, so by vehicle lateral acceleration and horizontal comfort level index
It is used as the Con trolling index of bridge pier pier top Line stiffness.
It is (48+80+48) m, the lateral direction of car of a height of 60m of pier continuous bridge as Fig. 4 and Fig. 5 delineates span respectively
Vibration acceleration and horizontal comfort level index are by pier top Line stiffness influence curve, it can be seen that being (48+ to span
80+48) m, a height of 60m of pier continuous beam, when pier top rigidity is 1411kN/cm, the lateral vibration acceleration and transverse direction of train
Comfort level index has exceeded prescribed limits, therefore for the consideration for being conducive to train traffic safety, rigidity limit value is taken as 1598kN/
cm。
It is (48+80+48) m, the lateral direction of car of a height of 80m of pier continuous bridge as Fig. 6 and Fig. 7 delineates span respectively
Vibration acceleration and horizontal comfort level index are by pier top Line stiffness influence curve, it can be seen that being (48+ to span
80+48) m, a height of 80m of pier continuous beam, when pier top rigidity is 766kN/cm, the lateral vibration acceleration of train relaxes with horizontal
Appropriate index has exceeded prescribed limits, it is contemplated that recommending limit value to take 1203kN/cm pier top rigidity in the case of this.
It is (48+80+48) m as Fig. 8 and Fig. 9 delineates span respectively, the vehicle of a height of 100m of pier continuous bridge is horizontal
To vibration acceleration and horizontal comfort level index by pier top Line stiffness influence curve, it can be seen that being (48 to span
+ 80+48) m, a height of 100m of pier continuous beam, when pier top rigidity limit value takes 653kN/cm, the lateral vibration acceleration of train and
Horizontal comfort level index has exceeded prescribed limits, therefore pier top rigidity recommends limit value to take 829kN/cm.
According to《Design of High-speed Railway specification》In to the regulation of pier transverse horizontal Line stiffness, in ZK mobile loads, lateral oscillation
In the presence of power, wind-force and temperature, the horizontal knuckle of beam-ends should be not more than 1.0 ‰ arcs at bridge floor caused by pier top transverse horizontal displacement
Degree.
In order to check whether continuous beam meets code requirement in Transverse Stiffness Limit, road speed (unit is calculated respectively：
Km/h)/sweep (unit：M) be respectively 350/7000,300/5000, centrifugal force in the case of 25,0/3,200 3 kind, and select
Maximum centrifugal force has been taken to be applied to wind load, transverse rocking force and temperature action Load Combination on FEM model.Calculate
The gained 80m a height of 60m of continuous beam pier, when pier top transverse direction Line stiffness is 1598kN/cm, the horizontal knuckle of beam-ends is 0.453 ‰；Pier is high
For 80m, when pier top transverse direction Line stiffness is 1203kN/cm, the horizontal knuckle of beam-ends is 0.602 ‰；The a height of 100m of pier, pier top x wire
When rigidity is 829kN/cm, the horizontal knuckle of beam-ends is 0.873 ‰, and respectively less than 1.0 ‰ radians meet code requirement.
Embodiment 4
High-block bridge concrete continuous girder bridge, its lateral stiffness is met using the lateral stiffness control described in embodiment 3
The Transverse Stiffness Limit that method is obtained, the high-block bridge concrete continuous girder bridge is under the conditions of different spans and pier are high, and it is horizontal
Following table is met to rigidity limit value：
Span and pier height to continuous bridge is in the span and pier high scope met listed by upper table, and its lateral stiffness value expires
During the above-mentioned listed limit value of foot, the dynamic response value of vehicle and bridge is can guarantee that in control range, so as to meet what bridge was used
Safety of structure, and make train safety, steady, comfortable operation.When constructing a bridge, the rigidity limits provided according to upper table,
Directly obtain the limiting design value of lateral stiffness of the continuous bridge in building course so that bridge construction unit is building bridge mistake
Cheng Zhong, can directly refer to and use the limit value of bridge lateral rigidity scope, save a large amount of manpower, material resources and financial resources, shorten construction week
Phase.
Further, when bridge span and the bridge pier height neighbouring value of form values listed in the present embodiment, its transverse direction
Rigidity limit value is performed with reference to limit value in table, continuous bridge is obtained corresponding transverse direction under the conditions of each span and pier are high firm
Limit value is spent, so that bridge can not only be met using safety, train is ensured in the process of running safe, steady, comfortable, and
Building materials can be farthest saved, so as to reduce the cost for building bridge, makes maximizing the benefits.
Claims (12)
1. a kind of lateral stiffness control method of high-block bridge concrete continuous girder bridge, it is characterised in that comprise the following steps：
A, determine that continuous bridge span and bridge pier pier are high；
The horizontal Line stiffness of the different bridge pier of b, setting, obtains corresponding vehicle-bridge coupling power response；
C, relatively and draw the horizontal Line stiffness of bridge pier and the curve of corresponding vehicle-bridge coupling power response；
D, the Transverse Stiffness Limit for obtaining continuous bridge；
E, the design parameter for determining continuous bridge, make it meet the Transverse Stiffness Limit requirement in step d.
2. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 1, it is characterised in that
In the step d, the vehicle-bridge coupling power response obtained in step c is met corresponding prescribed limits respectively, be met
Lateral stiffness under the conditions of this is Transverse Stiffness Limit, and the prescribed limits include meeting the bridge evaluation of bridge structure safe
Index, and meet the vehicle evaluation index of vehicle safety, stationarity and comfortableness.
3. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 2, it is characterised in that
The bridge evaluation index is the index in the presence of lateral direction of car nosing force, centrifugal force, wind-force and temperature.
4. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 1, it is characterised in that
In the step b, comprise the steps：
B1, set up Train-bridge coupling Dynamic Analysis Model, including auto model and continuous bridge model；
B2, the horizontal Line stiffness for adjusting continuous bridge model bridge pier pier top, obtain the vehicle-bridge coupling under different horizontal Line stiffness
Dynamic response value；
B3, the travel speed for adjusting auto model, obtain vehicle-bridge coupling power response at various speeds.
5. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 4, it is characterised in that
In the step b2, the horizontal Line stiffness of different bridge pier pier tops is obtained by adjusting the foundation stiffness of continuous bridge model.
6. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 4, it is characterised in that
In the step b3, when adjusting the travel speed of auto model, including tri- kinds of speed of 250km/h, 300km/h and 350km/h.
7. the lateral stiffness control method of the high-block bridge concrete continuous girder bridge according to one of claim 1-7, it is special
Levy and be, the vehicle-bridge coupling power response includes lateral direction of car vibration acceleration, lateral direction of car comfort level and bridge floor
Locate both ends horizontal knuckle.
8. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 7, it is characterised in that
Also include verification step f between the step d and step e：It is continuous using car-line-bridge coupling dynamical simulation analysis and judgment
The lateral stiffness of beam bridge, and then determine the reliability of the lateral stiffness of continuous bridge.
9. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 8, it is characterised in that
The step f specifically includes following steps：
F1, car-line-bridge coupling dynamical simulation model, including vehicle, track and bridge are set up, the lateral stiffness of bridge model is expired
Transverse Stiffness Limit in sufficient step d；
F2, with dynamics of vehicle, dynamics of orbits and bridge structure dynamical investigation method, by vehicle, track and bridge
It is used as a coupling dynamical system；
F3, the equation of motion for setting up bridge, track and vehicle respectively；
F4, the dynamic response with numerical value emulation method solution fare bridge system, and then evaluate travel safety；
F5, analyzed by finite element analysis model, and then confirm that obtained lateral stiffness meets actual condition.
10. the lateral stiffness control method of high-block bridge concrete continuous girder bridge according to claim 7, its feature exists
In also including step g, the step g after the step e：After continuous bridge is built up by design parameter, using verification method pair
Lateral rigidity of bridge is verified that the verification method includes into bridge static and dynamic load test and driving is tested.
11. a kind of high-block bridge concrete continuous girder bridge, it is characterised in that laterally firm according to one of claim 1-10
The high-block bridge concrete continuous girder bridge that degree control method is obtained, the Transverse Stiffness Limit of the continuous bridge and its span and pier are high
Correspondence.
12. high-block bridge concrete continuous girder bridge according to claim 11, its span, pier are high and Transverse Stiffness Limit
Corresponding relation meets following table:
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| CN108268711A (en) * | 2018-01-04 | 2018-07-10 | 嘉兴学院 | A kind of wind resistance driving Standard-making method on windmill rail bridge coupling model and bridge |
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| CN110046393A (en) * | 2019-03-18 | 2019-07-23 | 中铁二院工程集团有限责任公司 | A kind of steep gradient ballast track bed method for estimating stability |
| CN111046484A (en) * | 2019-10-25 | 2020-04-21 | 西南交通大学 | Vehicle-track coupling dynamics analysis method considering longitudinal vibration |
| CN111046484B (en) * | 2019-10-25 | 2023-06-23 | 西南交通大学 | Vehicle-track coupling dynamics analysis method considering longitudinal vibration |
| CN113392450A (en) * | 2021-06-07 | 2021-09-14 | 国能朔黄铁路发展有限责任公司 | Method, device and system for evaluating health state of railway pier |
| CN113392450B (en) * | 2021-06-07 | 2023-04-07 | 国能朔黄铁路发展有限责任公司 | Method, device and system for evaluating health state of railway pier |
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