CN107201716A - The longitudinal rigidity control method and bridge of high-block bridge concrete continuous girder bridge - Google Patents
The longitudinal rigidity control method and bridge of high-block bridge concrete continuous girder bridge Download PDFInfo
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- CN107201716A CN107201716A CN201710520699.8A CN201710520699A CN107201716A CN 107201716 A CN107201716 A CN 107201716A CN 201710520699 A CN201710520699 A CN 201710520699A CN 107201716 A CN107201716 A CN 107201716A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D1/00—Bridges in general
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
Abstract
The present invention relates to high-block bridge concrete-bridge technical field, and in particular to the longitudinal rigidity control method and bridge of a kind of high-block bridge concrete continuous girder bridge, the longitudinal rigidity control method include：A) the integrated computation model of line bridge pier is set up；B) simulation load is applied；C) to the analysis of beam rail active force and gapless track stress deformation rule；D) the longitudinal rigidity limit value and track treatment measures of bridge anchor block are determined, so that it is determined that beam shape arrangement and the rigidity of anchor block, the problem of being difficult to control to high-block bridge continuous bridge longitudinal rigidity in the prior art is solved, blank of the high-block bridge concrete continuous girder bridge in longitudinal rigidity control field has been filled up.Meanwhile, the codes and standards of the longitudinal Line stiffness limit value of high-block bridge concrete continuous girder bridge are established, is that Bridge Design and construction provide reference and foundation, so as to reduce design cost, and the bridge of actual construction is met its specific use environment.
Description
Technical field
The present invention relates to high-block bridge concrete-bridge technical field, more particularly to a kind of high-block bridge concrete continuous beam
The longitudinal rigidity control method and bridge of bridge.
Background technology
《Design of High-speed Railway specification》(TB10621-2014) define positioned at the mixed of Ballast track gapless track fixed area
Vertical equity Line stiffness limit value at the top of the pier of solidifying soil simply supported beam, the specification pin is only advised to Common Span simply supported beam
It is fixed.Bridge pier longitudinal direction Line stiffness is mainly needed to consider the requirement of jointless track stabilization and intensity, and the bar of special measure is not taken
Under part, the index such as jointless track stabilization and intensity is the principal element for controlling bridge pier vertical line rigidity.
For bridge pier pier, railway bridges and culverts fundamental norms specify only the spring level displacement of pier along the bridge and should meet
The limit value requirement that subduplicate 5 times of bridge span, does not do other particular provisions.And pier stiffness, the knot of high-pier and long-span bridge
The regulation of configuration formula and fundamental norms has dramatically different, so, the regulation is simultaneously not suitable with high-pier and long-span bridge.Moreover, in bridge
In actual building course, the spring level displacement of the requirement of longitudinal rigidity of pier than pier along the bridge is tightened up, therefore, how to control
Longitudinal rigidity of pier processed turns into the key factor built during bridge.
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.Because high-pier and long-span bridge has the characteristics of pier is higher, span (temperature span) is larger, also,
Between high-pier and long-span bridge structure there is larger great disparity in structural differences, the natural environmental condition in bridge site location there is also it is complicated,
Changeable characteristic, lays after gapless track on high-pier and long-span bridge, the stress deformation of seamless turnout on bridge, bridge structure by
Influencing each other between force deformation and line bridge is also more complicated, therefore, it is necessary to the longitudinal rigidity of bridge pier is controlled,
It is set to meet use requirement.
In the prior art, the not longitudinal stiffness of bridge piers of correlation technique and code requirement to high-block bridge concrete-bridge
Limit value provided, bridge structure is under the influence of many of natural wind field, temperature field etc., bridge structure and gapless track stress deformation
Rule is not known, and the design of high-block bridge bridge seamless turnout on bridge has larger difficulty.
The content of the invention
It is an object of the invention to：For being difficult to the longitudinal rigidity to high-block bridge concrete continuous girder bridge in the prior art
It control effectively and range limit, causes, when building high-block bridge concrete continuous girder bridge, there is bridge longitudinal rigidity difficult
To meet the requirement of vehicle-bridge coupling power characteristic, and there is provided one the problem of seamless turnout on bridge orbitally stable and intensity requirement
The longitudinal rigidity control method and bridge of high-block bridge concrete continuous girder bridge are planted, the longitudinal rigidity control method is by setting up mould
Type, and simulation load is applied to bridge, by the analysis to beam rail active force and gapless track stress deformation rule, obtain bridge
The longitudinal rigidity limit value of anchor block, so as to further determine that beam shape arrangement and the rigidity of anchor block, it is difficult in the prior art to solve
The problem of to control high-block bridge continuous bridge longitudinal rigidity, high-block bridge concrete continuous girder bridge has been filled up in longitudinal rigidity control
The blank in field processed.Meanwhile, the high-block bridge concrete continuous girder bridge is there is provided the beam shape arrangement form under different spans, minimum
Line stiffness and track treatment measures, establish the codes and standards of the longitudinal Line stiffness limit value of high-block bridge concrete continuous girder bridge, are
Bridge Design and construction are there is provided reference and foundation, so as to reduce design cost, and the bridge of actual construction is met its spy
Fixed use environment.
In order to realize foregoing invention purpose, the invention provides following technical scheme：
A kind of longitudinal rigidity control method of high-block bridge concrete continuous girder bridge, comprises the following steps：
A, selection continuous bridge, compare the characteristics of continuous beam is with two kinds of bridge structure forms of simply supported beam, meet respective conditions
When, it is determined that using continuous bridge；
B, set up the integrated computation model of line bridge pier；
C, imposed load, are further applied load to the shaft of high pier of continuous bridge, including vertically and horizontally thermograde, in length and breadth aweather lotus
Load in terms of load and pier shaft homogeneous temperature field；
D, gapless track force analysis, according to the deformation of high pier under loads, obtain high pier to seamless turnout on bridge
The affecting laws of stress deformation；
E, rigidity limit value is determined, further using finite Element Analysis beam rail interaction force, carry out numerical solution, and
Pier longitudinal rigidity limit value is fixed with reference to step d；
F, determine beam shape type of arrangement and track treatment measures, continuous bridge temperature span, connection it is long it is certain under conditions of,
The type of arrangement of beam shape is obtained, and determines anchor block rigidity limit value and track treatment measures.
Mountain railway, when line crossing length section cheuch location, crosses over cheuch, using multispan simple bridge using multiple high piers
Or it is one of alternative structural shape to join continuous bridge using length, there are different spies in long connection continuous beam compared with simply supported beam
Point, needs comparative analysis length to join the advantage and disadvantage of continuous beam and freely supported structure, to determine the bridge structure form of economical rationality.Long connection connects
Continuous beam is compared with simply supported beam, and due to only existing a longitudinally fixed bearing (anchor block), the temperature span of bridge structure is longer, right
The influence of gapless track is larger, and the requirement to anchor block is higher.
At present, greatly developing and ripe application due to finite element method, according to pier in high-block bridge bridge computation model
Body structure and beam body form, set up accurate bridge finite element model, carry out sunykatuib analysis, test using FEM model, obtain
To correlation computations data and affecting laws, so that the longitudinal rigidity control for bridge provides reliable analysis, calculates basis.
Apply simulation load by setting up the integrated computation model of line bridge pier, and to bridge, by beam rail active force and
The analysis of gapless track stress deformation rule, obtains the longitudinal rigidity limit value of bridge anchor block, so as to further determine that Liang Xingbu
Mode and the rigidity of anchor block are put, the problem of being difficult to control to high-block bridge continuous bridge longitudinal rigidity in the prior art is solved,
Blank of the high-block bridge concrete continuous girder bridge in longitudinal rigidity control field is filled up.This method connects high-block bridge concrete
The longitudinal rigidity of continuous beam bridge is effectively controlled, and the bridge built is met Design of High-speed Railway rule in practice, not only
Model ensures that bridge meets the requirement of vehicle-bridge coupling power characteristic, Yi Jiqiao to the vertically and horizontally control standard of bridge structure
The requirement of upper jointless track stabilization and intensity, foundation and reference are provided for the design-and-build of bridge.
It is preferred that, the step a comprises the following steps：
A1, compare the deformation and stress of continuous beam and simply supported beam under High-speed Train Loads；
The beam body construction and stiffness index of a2, comparative analysis length connection continuous beam and corresponding span simply supported beam；
A3, the continuous beam of the multiple specifications of comparison and simply supported beam pier top longitudinal size and concrete quantity, including N × 32m,
N × 40m and N × 48m.
Aforesaid way is taken, main governing factor is designed from hard and dangerous Bridges in Mountainous Areas, to long connection continuous beam and freely-supported
The loading characteristic of structure has carried out comparative analysis, so as to provide foundation from continuous bridge, it is ensured that the economy of bridge construction,
Reasonability and science.
It is preferred that, in step a, the respective conditions are included when medium and small span continuous beam joins long temperature span in 160m
When following, continuous beam on many supports scheme is taken.
It is preferred that, when the connection length of continuous bridge is more than 10 × 32m, 8 × 40m, 6 × 48m, track is set in continuous beam beam-ends
Thermoregulator.This mode is taken, reduces anchor block longitudinal size, with longitudinal rigidity needed for reducing anchor block, has made longitudinal direction just
Degree meets use requirement.
It is preferred that, anchor block is continuous beam on many supports anchor block, and all anchor blocks are arranged at continuous beam medium position.
It is preferred that, also increase step b ' after the step b:Suspended deck structure and multi-column pier foundation FEM model are set up, and is divided
Analyse the influence of pile foundation deformation.
Aforesaid way is taken, pile foundation deformation is carried out fully to prove and analyze, makes bridge pier when controlling rigidity, more
Accurately, rationally.
It is preferred that, in the step d, analyze beam rail interaction force when, it is considered to the temperature of beam and rail, the beam and
The temperature of rail is single heating or cooling, and beam uses temperature difference per day.The temperature of beam and rail is considered simultaneously, makes beam rail phase interaction
Firmly closer to actual use situation, analysis is set more to rationalize, accuracy.Also, during actual use, the temperature of beam and track
In the time range of one day, it is made up of the process of several heatings and cooling, takes single heating or temperature-fall period, can
Simulating actual conditions, also can Simplified analysis process.
It is preferred that, in the step e, beam rail interaction force includes contractility, flexural force, broken rail power and brake force.
The contractility is：Because the beam body temperature difference influences flexible and longitudinal force between the beam rail that produces, one rail it is flexible
Power is represented with T1, and examines calculation by the main force；The flexural force is：Due to the beam that train Action of Vertical Loads bends beam body and produces
Longitudinal force between rail, one rail buckle power is represented with T2, and examines calculation by the main force；The broken rail power is：Because brittle fractures of rail is produced
Beam rail between longitudinal force, the broken rail power of one rail represents with T3, and examines and calculate by special load.Do not examined in gapless track breathing zone
Consider broken rail power；The brake force is：The beam rail longitudinal force produced due to train braking, the brake force of one rail with T4, by
Field data during train braking is lacked at present, T4 can do calculating by existing bridges and culverts design specification.
It is assumed that every longitudinal force T1~T4 phases of bridge gapless track are independent of each other, individually calculate, when Sutureless on bridge
The road gradient is larger, when need to routinely be braked, can be by flexural force and conventional brake power superposition calculation, and conventional brake power intensity can
Press《Lead rule》Calculate and obtain.
By analyzing beam rail interaction force, so as to carry out respective handling to each active force, and then obtain when solving
Computational methods, calculating process is more rationalized, it is ensured that the accuracy and convenience of result of calculation.
Accordingly, present invention also offers a kind of high-block bridge concrete continuous girder bridge, the continuous bridge is Ballast track,
The high-block bridge concrete continuous girder bridge obtained according to longitudinal rigidity control method described above, the anchor block of the continuous bridge
Longitudinal rigidity limit value and different temperature spans, rail temperature amplitude of variation and adaptation beam type arrangement correspondence, and take corresponding track
Treatment measures, specific corresponding relation meets following table：
Listed in table is Line stiffness needed for single line, and double track bridge is 2 times of values listed in table.
Take aforesaid way, bridge temperature span (≤96m) when little lays normal resistance fastener, anchor block line on bridge
When rigidity reaches listed numerical value in table, seamless turnout on bridge, which is calculated, can meet requirement；
Bridge temperature span is in 96m<Normal resistance fastener is laid during L≤208m, on bridge, anchor block Line stiffness reaches institute in table
During columns value, seamless turnout on bridge, which is calculated, can meet requirement；Also the measure of laying small-resistant fastener can be taken, needed for can reducing
Anchor block Line stiffness；Bridge temperature span is in 208m<During L≤296m, when in-orbit temperature amplitude of variation is 30 DEG C~40 DEG C, bridge upper berth
If normal resistance fastener, when anchor block Line stiffness reaches listed numerical value in table, seamless turnout on bridge, which is calculated, can meet requirement；Also it can adopt
The measure of laying small-resistant fastener is taken, anchor block Line stiffness needed for can reducing；When in-orbit temperature amplitude of variation is 50 DEG C, bridge need to be taken
The measure of upper setting thermoregulator；Bridge temperature span is in 296m<During L≤345m, in-orbit temperature amplitude of variation is 30 DEG C~40
DEG C when, the small normal resistance fastener of laying is needed on bridge, when anchor block Line stiffness reaches listed numerical value in table, seamless turnout on bridge is calculated can
Meet and require；When in-orbit temperature amplitude of variation is 50 DEG C, the measure that thermoregulator is set on bridge need to be taken.
Accordingly, present invention also offers a kind of high-block bridge concrete continuous girder bridge, the continuous bridge is non-fragment orbit,
The high-block bridge concrete continuous girder bridge obtained according to longitudinal rigidity control method described above, the anchor block of the continuous bridge
Longitudinal rigidity limit value and different temperature spans, rail temperature amplitude of variation and adaptation beam type arrangement correspondence, and take corresponding track
Treatment measures, specific corresponding relation meets following table：
Listed in table is Line stiffness needed for single line, and double track bridge is 2 times of values listed in table.
For non-fragment orbit, bridge temperature span is in below 96m, and bridge upper rail takes the normal resistance fastener of laying, fixed
When pier Line stiffness reaches listed numerical value in table, seamless turnout on bridge, which is calculated, can meet requirement；Bridge upper rail can also take laying small
The measure of resistance fastener, numerical value can reduce needed for anchor block Line stiffness.
Bridge temperature span is in 96m<During L≤208m, when in-orbit temperature amplitude of variation is little, bridge upper rail takes laying often resistance
The measure of power fastener, small-resistant fastener, when anchor block Line stiffness reaches listed numerical value in table, seamless turnout on bridge is calculated and can met
It is required that, during laying small-resistant fastener, numerical value can reduce needed for anchor block Line stiffness.When in-orbit temperature amplitude of variation is larger, it need to take
Lay the measure of small-resistant fastener.
Bridge temperature span is in 208m<During L≤345m, when in-orbit temperature amplitude of variation is little (30 DEG C, 40 DEG C), bridge upper rail
The measure of laying small-resistant fastener is taken, when anchor block Line stiffness reaches listed numerical value in table, seamless turnout on bridge, which is calculated, to expire
Foot is required.When in-orbit temperature amplitude of variation is larger (50 DEG C), the measure that thermoregulator is set need to be taken.
Compared with prior art, beneficial effects of the present invention：
1st, by setting up model, and simulation load is applied to bridge, by becoming to beam rail active force and gapless track stress
The analysis of shape rule, obtains the longitudinal rigidity limit value of bridge anchor block, so as to further determine that beam shape arrangement and anchor block
Rigidity, solve the problem of being difficult to control to high-block bridge continuous bridge longitudinal rigidity in the prior art, filled up high-block bridge
Blank of the concrete continuous girder bridge in longitudinal rigidity control field.This method has made the longitudinal direction of high-block bridge concrete continuous girder bridge just
Degree is effectively controlled, and the bridge built is met Design of High-speed Railway specification in practice, not only to bridge structure
Standard is vertically and horizontally controlled, but also ensures that bridge meets the requirement of vehicle-bridge coupling power characteristic, and seamless turnout on bridge track
The requirement of stable and intensity, foundation and reference are provided for the design-and-build of bridge；
2nd, by defining anchor block longitudinal direction of the high-block bridge concrete continuous girder bridge in the case of different temperature spans
Rigidity limit value and track treatment measures, design considerations and reference number are provided to design and building high-block bridge concrete continuous girder bridge
According to so as to save substantial amounts of design work, and ensureing that bridge meets security, stability and comfortableness requirement after building up.
Brief description of the drawings：
Fig. 1 is the schematic diagram of the integrated computation model of line bridge pier.
Fig. 2 is beam rail interaction principle figure.
Fig. 3 is continuous beam support layout drawing.
Fig. 4 is flexible additional force curve map when being arranged symmetrically.
Flexible additional force curve map when Fig. 5 is asymmetric arrangement.
Fig. 6 is rail stroke additional force change curve.
Fig. 7 is the change curve of minimum rigidity value when laying normal resistance when Ballast track bridge pier rail temperature changes 50 DEG C.
Fig. 8 is the change curve of minimum rigidity value when laying normal resistance when Ballast track bridge pier rail temperature changes 40 DEG C.
Fig. 9 is the change curve of minimum rigidity value when laying normal resistance when Ballast track bridge pier rail temperature changes 30 DEG C.
Figure 10 is the change curve of minimum rigidity value when Ballast track bridge pier rail temperature changes main bridge laying slight drag at 50 DEG C
Figure.
Figure 11 is the change curve of minimum rigidity value when Ballast track bridge pier rail temperature changes main bridge laying slight drag at 40 DEG C
Figure.
Figure 12 is the change curve of minimum rigidity value when Ballast track bridge pier rail temperature changes main bridge laying slight drag at 30 DEG C
Figure.
Figure 13 is the change curve of minimum rigidity value when laying normal resistance when non-fragment orbit bridge pier rail temperature changes 50 DEG C.
Figure 14 is the change curve of minimum rigidity value when laying normal resistance when non-fragment orbit bridge pier rail temperature changes 40 DEG C.
Figure 15 is the change curve of minimum rigidity value when laying normal resistance when non-fragment orbit bridge pier rail temperature changes 30 DEG C.
Figure 16 is the change curve of minimum rigidity value when non-fragment orbit bridge pier rail temperature changes main bridge laying slight drag at 50 DEG C
Figure.
Figure 17 is the change curve of minimum rigidity value when non-fragment orbit bridge pier rail temperature changes main bridge laying slight drag at 40 DEG C
Figure.
Figure 18 is the change curve of minimum rigidity value when non-fragment orbit bridge pier rail temperature changes main bridge laying slight drag at 30 DEG C
Figure.
Figure 19 is the step flow chart of the longitudinal rigidity control method of high-block bridge concrete continuous girder bridge.
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
Understand that the longitudinal rigidity of high-pier and long-span bridge is mainly by seamless according to specification and longitudinal rigidity of pier checking computations contrast
The control of circuit, in recent years, lays the progress of gapless track technology, bridge is online in the fast development and bridge with railway construction
Proportion gradually increases in road, and circuit is inevitably needed across the main line of communication, precipitous valley, broad river etc. distinguishingly
Section, in order to meet the requirement that line crossing crosses these locations, substantial amounts of high-block bridge continuous bridge occurs, due to these bridges
The great disparity of structural differences between the particularity (the long, rigidity of connection is weak, temperature span is big) of design feature itself, adjacent bridge structure
The complexity of (such as beam body stiffness difference, beam body materials variances and stiffness of the abutment difference) and bridge site location natural environmental condition
The influence of factors such as (such as big grade natural wind, changeful temperature fields), in these bridge structures lay gapless track with
Afterwards, the Mutual Influence Law between the stress deformation of seamless turnout on bridge, the stress deformation of bridge structure and line bridge all will be with
Common simply supported girder bridge, the continuous bridge of medium and small span have larger difference.
It is proposed to this end that the longitudinal rigidity control method of high-block bridge concrete continuous girder bridge, as shown in figure 19, including with
Lower step：
A, selection continuous bridge, compare the characteristics of continuous beam is with two kinds of bridge structure forms of simply supported beam, meet respective conditions
When, it is determined that using continuous bridge；
B, set up the integrated computation model of line bridge pier；
C, imposed load, are further applied load to the shaft of high pier of continuous bridge, including vertically and horizontally thermograde, in length and breadth aweather lotus
Load in terms of load and pier shaft homogeneous temperature field；
D, gapless track force analysis, according to the deformation of high pier under loads, obtain high pier to seamless turnout on bridge
The affecting laws of stress deformation；
E, rigidity limit value is determined, further using finite Element Analysis beam rail interaction force, carry out numerical solution, and
Pier longitudinal rigidity limit value is fixed with reference to step d；
F, determine beam shape type of arrangement and track treatment measures, continuous bridge temperature span, connection it is long it is certain under conditions of,
The type of arrangement of beam shape is obtained, and determines anchor block rigidity limit value and track treatment measures.
Mountain railway, when line crossing length section cheuch location, crosses over cheuch, using multispan simple bridge using multiple high piers
Or it is one of alternative structural shape to join continuous bridge using length, there are different spies in long connection continuous beam compared with simply supported beam
Point, needs comparative analysis length to join the advantage and disadvantage of continuous beam and freely supported structure, to determine the bridge structure form of economical rationality.Long connection connects
Continuous beam is compared with simply supported beam, and due to only existing a longitudinally fixed bearing (anchor block), the temperature span of bridge structure is longer, right
The influence of gapless track is larger, and the requirement to anchor block is higher.
In the present embodiment, N × 32m, N × 40m and N × 48m (N is selected according to span) simply supported beam and continuous beam have been selected
For research object, compare continuous beam and deformation and stress of the simply supported beam under High-speed Train Loads.From the design of hard and dangerous Bridges in Mountainous Areas
Main governing factor is set out, and the loading characteristic of long connection continuous beam and freely supported structure is analyzed, to long connection continuous beam
And the simply supported beam of corresponding span has carried out the research of the indexs such as beam body construction and rigidity, continuous beam on many supports is to meet nothing on bridge
The requirement of line track stress is stitched, anchor block there need to be larger longitudinal rigidity, and its longitudinal rigidity joins long increasing with continuous beam
Plus and increase.When longitudinal rigidity needed for laying normal resistance fastener anchor block is larger, the measure of laying small-resistant fastener can be taken,
To reduce longitudinal rigidity needed for anchor block, when required Line stiffness is still larger, it can take and rail temperature adjuster is set in beam-ends
Measure.
Analysis is obtained by contrast：
8 × 32m, 6 × below 40m Ballast track continuous beams, during using small-resistant fastener, rigidity needed for its anchor block is
280kN/cm two-wires, it is suitable with Line stiffness needed for 32m simply supported beams, N × 32m, N × 40m, N × 48m non-fragment orbits continuous beam,
And 8 × 32m, 6 × more than 40m Ballast track continuous beam, longitudinal rigidity needed for anchor block is all higher than simply supported beam bridge pier；
10 × 32m Ballast track continuous beam pier top longitudinal sizes are the 176.2% of simply supported beam, when pier is high 60 meters, concrete
Quantity is the 124.1% of simply supported beam；
10 × 32m non-fragment orbit continuous beam pier top longitudinal sizes are the 185.7% of simply supported beam, when pier is high 60 meters, concrete
Quantity is the 130.1% of simply supported beam；
8 × 40m, 10 × 40m Ballast track continuous beam pier top longitudinal sizes are the 134.6% of simply supported beam, 176.9%；Pier
At high 60 meters, concrete quantity is the 109% of simply supported beam, 143.4%；
8 × 40m, 10 × 40m non-fragment orbit continuous beam pier top longitudinal sizes are the 150% of simply supported beam, 215.4%；Pier is high
At 60 meters, concrete quantity is the 121.1% of simply supported beam, 190.9%；
6 × 48m, 8 × 48m non-fragment orbit continuous beam pier top longitudinal sizes are the 130% of simply supported beam, 186.7%, and pier is high by 60
Meter Shi, concrete quantity is the 111.6% of simply supported beam, 175.8%；
It is less big to make continuous beam anchor block and movable pier construct difference, for connection it is long more than 10 × 32m, 8 × 40m, 6 ×
48m continuous beam, takes the measure that rail temperature adjuster is set in beam-ends.
Thus, it is possible to draw：
1), can when medium and small span continuous beam connection is not long oversize (temperature span is not more than 160 meters) under suitable orographic condition
Take continuous beam on many supports scheme, for Ballast track connection fail to grow up in 8 × 32m, 6 × 40m continuous bridge, its bridge pier structure with
Same span simply supported beam bridge pier is suitable；
2) Ballast track connection is long connects more than 8 × 32m, 6 × 40m continuous beams, non-fragment orbit N × 32m, N × 40m, N × 48m
Continuous beam, to meet bridge upper rail power force request, anchor block is required to larger longitudinal rigidity, can take laying small-resistant fastener
Measure, reduce anchor block longitudinal size, but required longitudinal rigidity is all higher than same span simply supported beam bridge pier.
3) join long more than 10 × 32m, 8 × 40m, 6 × 48m continuous beam, take and rail temperature adjuster is set in beam-ends
Measure, to reduce anchor block longitudinal size.
At present, greatly developing and ripe application due to finite element method, according to pier in high-block bridge bridge computation model
Body structure and beam body form, set up accurate bridge finite element model, carry out sunykatuib analysis, test using FEM model, obtain
To correlation computations data and affecting laws, so that the longitudinal rigidity control for bridge provides reliable analysis, calculates basis.Herein
Vertically and horizontally thermograde, the vertically and horizontally load such as wind load and pier shaft homogeneous temperature field, research can just be applied in model to pier shaft
High pier deforms the influence to seamless turnout on bridge stress deformation.Meanwhile, also set up suspended deck structure and multi-column pier foundation FEM model
Analyze the influence of pile foundation deformation.
Line bridge pier integration computation model is as shown in figure 1, in the model, and the length travel of bridge and system, which (open) power, is
Active role (P2), drives long rail string to occur length travel by the longitudinal restraint between beam rail, longitudinal direction is produced in long rail string attached
Reinforcing；The longitudinal restraint power between beam rail acts on bridge (P1) in a reverse direction again simultaneously, and is transferred on hold-down support,
Drive pier to produce length travel, the length travel of bridge top flange is changed, it is seen that line, bridge, pier are an interactions
Coupled system.By the equilbrium position for solving the system, you can obtain the longitudinal position of longitudinal force, displacement and bridge in rail
Shifting, pier longitudinal force and displacement.
In the computation model, the structural shape of bridge has been reflected in the length travel of beam top flange, the structure of pier
Pattern and its it is coupled with bridge in the pier longitudinal rigidity being reflected at hold-down support, for ease of calculating, it is assumed that each beam body
It is upper only to act on a pier longitudinal supporting spring, it is the pier longitudinal rigidity at hold-down support for simply supported beam and continuous beam,
For special bridge pattern, its overall longitudinal rigidity can be tried to achieve by mechanical analysis, and assumes to act on a certain pier.
On roadbed, the length travel of rail is the relative displacement in longitudinal restraint.In order that the model has more preferable applicability, bridge
The parameters such as girder span number, span, the parameter such as the parameter such as rail type and rail bar structure, resistance type is variable.
Apply simulation load by setting up model, and to bridge, by beam rail active force and gapless track stress deformation
The analysis of rule, obtains the longitudinal rigidity limit value of bridge anchor block, so as to further determine that beam shape arrangement and anchor block
Rigidity, solves the problem of being difficult to control to high-block bridge continuous bridge longitudinal rigidity in the prior art, has filled up high-block bridge and has mixed
Blank of the solidifying soil continuous bridge in longitudinal rigidity control field.This method makes the longitudinal rigidity of high-block bridge concrete continuous girder bridge
It is effectively controlled, the bridge built is met Design of High-speed Railway specification in practice, not only and bridge structure is indulged
Crosswise joint standard, but also ensure that bridge meets the requirement of vehicle-bridge coupling power characteristic, and seamless turnout on bridge track is steady
The requirement of fixed and intensity, foundation and reference are provided for the design-and-build of bridge.
Gapless track (straight line location) on bridge is different from roadbed, and its rail by TEMPERATURE FORCE in addition to being acted on, also by bridge
Upper additional longitudinal force effect.Beam produces flexible because of temperature change, and displacement is produced because of flexure in High-speed Train Loads underbeam,
On open bridge floors, this linear deformation (stretching and displacement) of beam top flange will be constrained by the connection between beam, rail, make rail
Acted on by longitudinal force；Having on Zha Qiao, railway roadbed can also produce certain restricting resistance force to the relative displacement beam, rail.Cause
The longitudinal additional force of rail caused by beam is flexible is contractility；The longitudinal additional force of the rail because of caused by beam flexure is flexural force.
These additional longitudinal forces react on girder span or hold-down support again simultaneously, pier is produced elastic deformation, and longitudinal position occurs for pier top
Move.
If in addition, broken rail occurs on bridge, or the breathing zone of gapless track is located on bridge, the flexible of rail can also lead to
Constraint between lintel, rail makes pier and hold-down support be acted on by broken rail power or TEMPERATURE FORCE.
Interaction relationship between rail and bridge is to try to achieve rail longitudinal force and Displacements Distribution, pier stress and pier top position
The key point of shifting, is that the basis that strength and stability inspection is calculated is carried out to rail, pier, is seamless turnout on bridge structure design
Foundation.
It is as follows that the explanation of beam rail interaction principle and its fundamental differential set up process：
Using rail as research object, appoint and take micro- section of dx mono-, the balance of its stress is as shown in Figure 2.Q (u) is between beam rail in figure
The longitudinal resistance produced during the relative displacement of generation, u is the relative displacement between beam rail.
It can be obtained by the equilibrium condition of power：
In micro- section of dx, its deflection is：
The substitution formula 1 of formula 2 can be obtained：
In formula, E is the modulus of elasticity of rail；F accumulates for rail section；Y is longitudinal displacement of steel rail.
Relative displacement u=y- δ between beam rail, enter formula 3 for people and understand：
In formula, the displacement of beam includes because of the displacement δ that beam is flexible or deflection deformation is produced0And because pier is by longitudinal masterpiece
With and produce pier displacement δ1If beam length is l, and stiffness of the abutment is K, then pier displacement is：
Restricting resistance force between beam rail can use following four kinds of patterns to express：
(1) double-lined type
Work as z0When being taken as zero, k and being taken as infinity, as normal resistance.
(2) power function type
In formula, w, S, c, μ are constant coefficient.
(3) exponential function type
In formula, a, b, c, n are constant coefficient.
(4) algebraic expression type
P (z)=a0+a1z+a2z2+a3z3(formula 9)
In formula, a0、a1、a2、a3For constant coefficient.
Because rail, bridge and pier displacement are to interact, the available beam of rail, beam body and mutual restricting relation,
Bar and Flexible element simulation, can model and solve by the general finite element program being widely used at present.
The interaction of high-block bridge beam rail calculates the line bridge pier integration calculating that analysis is still based on common seamless turnout on bridge
Theory, numerical solution is carried out using Finite Element.The temperature of beam and rail is only simple heating or cooling, and beam uses day temperature
Difference；Consider pier longitudinal horizontal rigidity at hold-down support place, and calculated by two-wire；Consider different fastener types and have
Lotus, without lotus, difference calculates the Axial Resistances under operating modes.
Contractility：Longitudinal force, the contractility T1 of one rail between the beam rail produced because the influence of the beam body temperature difference is flexible
Represent, and calculation is examined by the main force.
Flexural force：Due to longitudinal force between train Action of Vertical Loads bends beam body and produces beam rail, one rail scratches
Qu Li is represented with T2, and examines calculation by the main force.
Broken rail power：Longitudinal force between the beam rail produced due to brittle fractures of rail, the broken rail power of one rail is represented with T3, and presses spy
Different load inspection is calculated.Broken rail power is not considered in gapless track breathing zone.
Brake force：The beam rail longitudinal force produced due to train braking, the brake force of one rail is with T4, due to lacking at present
Field data during few train braking, T4 can do calculating by existing bridges and culverts design specification.
It is assumed that every longitudinal force T1~T4 phases of bridge gapless track are independent of each other, individually calculate, when Sutureless on bridge
The road gradient is larger, when need to routinely be braked, can be by flexural force and conventional brake power superposition calculation, conventional brake power intensity
It can press《Lead rule》Calculate and obtain.
Contractility is calculated：
During calculating, the influence of rail level brake force and train vertical load is not considered, only considers bridge under temperature action
Telescopic displacement, provided with the rail bar telescopic displacement after expansion and cotraction regulator, rail temperature amplitude of variation etc. it is used as active load, bridge two ends rail
The computational length that bar is stretched on roadbed is no less than 3 times of end bay length, more than value 100m.The each pier determined is calculated to be held
The longitudinal horizontal force (considering result of calculation during pier longitudinal rigidity) received, which is used to examine, calculates Bridge Pier structure safety；On bridge not
Corresponding maximum additional temp pressure and pulling force with sweep, examine for gapless track and calculate.
Flexural force is calculated：
During calculating：Rail level brake force and the temperature change of bridge, flexure position of the bridge under vertical uniform load q are not considered
Move, provided with the rail bar telescopic displacement after expansion and cotraction regulator as active load, for two-wire bridge equivalent to calculating two lines simultaneously
Effect has the situation of vertical train load；
Because the transmission of flexural force is apart from limited, only there is train vertical load to be calculated by two to three effects of stepping up, and again
It is divided into that bridge fixing end meets car and movable end meets two kinds of situations of car, it is so that the calculating operating mode for causing flexural force is quite a lot of.For letter
Change and calculate, using following some methods：
(1) not with full-bridge participate in calculate, only consider Chinese herbaceous peony one across and vertical uniform load q across pier top longitudinal horizontal rigidity
By actual conditions value, workload when full-bridge participates in calculating on the one hand can be so saved, while when can also reduce numerical computations
The accumulation of error；
(2) flexural force is calculated when meeting car because of fixing end to be less than movable end and meet car, is only carried out a movable end and is met car condition calculating；
(3) pier that inspection is not easily passed through is predominantly located at continuous beam adjacent, therefore calculation stress should be continuous beam end bay
And adjacent simply supported beam cloth carries this operating mode, and to the simply supported beam away from continuous bridge, refer to specification and existing result of calculation takes
Value；
Girder span is arranged in calculating, hold-down support is arranged, the every line section bending rigidity of bridge, bridge neutral axis are away from top flange
Distance, pier top longitudinal horizontal rigidity, expansion and cotraction regulator position, small-resistant fastener arrangement scope with lower flange, train load
Type, load enter the parameter such as train load length and size input in bridge type, often line, and program will be according to loading position and bridge
Flexing displacement, the scope of small-resistant fastener and the loading position that cross section property calculates girder span top flange determine that circuit has lotus and without lotus
Longitudinal resistance；
The longitudinal horizontal force (considering result of calculation during pier longitudinal rigidity) determined each pier and born is calculated, point
Chinese herbaceous peony is across flexural force (having vertical load), the pier shaft caused by vertical load and flexural force under flexural force (no vertical load) and car
Moment of flexure is in opposite direction, need to provide Chinese herbaceous peony flexural force and be calculated for bridge specialty inspection；Corresponding maximum is attached at different sweeps on bridge
Plus flexure pressure and pulling force, examine and calculate for gapless track.
Broken rail power is calculated：
During calculating, rail level braking load, train vertical load, bridge temperature change are not considered, after long rail string is because fractureing
Telescopic displacement is main dynamic load, is calculated by sub-thread rail, and it is larger for the additional pulling force of rail under cooling conditions that position is calculated in inspection
Place.After one brittle fractures of rail, another stock or several strands of rail not broken have side rail effect, still state《Railway Sutureless
Road design specification》In recommend consider one rail occur broken rail formula algorithm, ignore the influence of bridge span structure, directly by road
Breaking joint is calculated in the gapless track inspection of base section, as circuit resistance r and spanning length L product as single beam hold-down support suffered by
Broken rail power is calculated.
Brake force is calculated：
During calculating, flexing displacement, rail level caused by telescopic displacement caused by bridge temperature change and vertical load are not considered
Brake force and when having expansion and cotraction regulator rail stroke displacement be main dynamic load, calculated by single steel rail.Double track bridge equivalent to
Effect has equal-sized rail level brake force simultaneously on two trajectories, is acted on during train braking on rail level before brake force and train
Enter that direction is identical, the startup power acted on during traction on rail level is with train direction of advance on the contrary, the brake force is train urgent
In the case of act on the longitudinal force of bridge；
Girder span should be arranged in calculating, it is hold-down support arrangement, rail level coefficient of friction, pier top longitudinal horizontal rigidity, flexible
Adjuster position, small-resistant fastener arrangement scope, train load type, load enter bridge type, per line on train load length and
The parameters such as size are inputted, and rail level brake force size and direction are determined, by slight drag button according to loading position and rail level coefficient of friction
The scope and loading position of part determine that circuit has lotus and without lotus longitudinal resistance；
The same with flexural force, train load may be arranged at the diverse location of bridge, enter bridge in different directions, calculate work
Condition is quite a lot of, on steep gradient, goes up a slope as traction working condition, descending is damped condition, acts on the brake force of rail level with starting power
Direction is the same, to simplify calculating, by train header arrangement in flexible additional force or flexural force additional force larger part, such as continuous
In beam end and full-bridge, train length is taken to bridge end, to obtain worst brake force；
Calculate and obtain single steel rail longitudinal force, Displacements Distribution, bridge displacement is distributed, pier longitudinal force etc. under one rail,
Determine and additonal pressure and brake force pulling force are braked at different sweeps, for gapless track Structure Checking Method, the meter of brake force
Calculate in the design of China's seamless turnout on bridge not as emphasis, also lack corresponding test data, thus calculated in the inspection of bridge pier
In, the brake force calculated and bridge specification should be compared, take least favorable value to supply pier computational check of stress；
Abroad in High-speed Railway Bridges in Jointless Track Design, the calculating to brake force is more paid attention to, and has formd
Code is calculated in kind theoretical system, such as train load length, size, inspection, and China just starts to pay attention to the meter of brake force in recent years
Calculate, and from the point of view of control rail braking additional force, it is proposed that the limitation of pier top minimum longitudinal horizontal rigidity, and work out
To ensure the stability of high-speed railway road bed in corresponding specification, UIC standards, braking condition underbeam rail has also been worked out quick
Relative displacement limitation standard, is included in corresponding inspection and calculates in specification, the software result of calculation of establishment in addition to the absolute displacement of bridge,
Relative displacement also between rail bar, the quick relative displacement inspection of cross girders rail can be entered using the result of calculation and is calculated；
Need explanation has at 2 points：One is because effect has rail level brake force, thus the change ladder of rail longitudinal force on rail bar
Spend for Axial Resistance and brake force sum, the longitudinal force on pier for girder span end rail bar longitudinal force difference with it is total in girder span
Brake force sum；Two be on long steep grade, to be required according to rule are led, it is necessary to using conventional brake, need to be carried by transport specialty
For the size of brake force intensity, the active force is the main force, can should scratch power computation schema using system with flexural force superposition calculation.
According to bridge site location, the fundamental wind pressure of Bridge Design is determined, it is considered to which wind direction is along two kinds of line direction and horizontal path
Influence of the wind load to seamless turnout on bridge intensity and stability is analyzed under extreme condition；Due to the natural environment where bridge not only
Comprising wind field, also comprising temperature field, therefore it is also required to consider temperature field and the situation under wind field collective effect calculating analysis, with
Just circuit stress, deformation the most unfavorable processing condition are determined.
The value of pier shaft thermograde is determined, pier shaft is calculated and bears two kinds of calculating operating modes of vertical and horizontal thermograde.Meter
Pier shaft is calculated when bearing longitudinal temperature gradient, all high piers are longitudinally applied to thermograde along pier shaft, while to calculate consideration and not
Consider beam body two kinds of operating modes of temperature change, take more unfavorable circuit stress deformation result of calculation to examine gapless track intensity
Calculate；When calculating pier shaft bears Transverse Temperature Gradient, all high piers are laterally applied to thermograde along pier shaft, beam body temperature is not considered
Change, obtained circuit transversely deforming is paid attention in seamless turnout on bridge stability calculation；In addition, need to make to temperature field
Analyzed with lower high-block bridge seamless turnout on bridge rail to height change, it is ensured that circuit track geometry, which is met, to be required.
Embodiment 2
High-block bridge concrete continuous girder bridge, the continuous bridge is Ballast track, and the longitudinal direction according to embodiment 1 is just
The high-block bridge concrete continuous girder bridge that degree control method is obtained, the continuous bridge is in the case of different temperature spans, and it is consolidated
Determine pier longitudinal rigidity limit value and track treatment measures meet table 1：
The Ballast track continuous beam anchor block of table 1 longitudinal direction Line stiffness limit value table
Listed in table is Line stiffness needed for single line, and double track bridge is 2 times of values listed in table.
Continuous bridge is different from simply supported girder bridge, and with the increase of continuous beam length, flexible additional force, the beam rail of rail are quick
Relative displacement, Rail broken gap value increase therewith.The change of pier stiffness equally can produce influence to this several item data.Ballast track
Fastener longitudinal resistance is more than ballast longitudinal resistance, and Axial Resistance takes ballast longitudinal resistance when gapless track is calculated.Contractility
Beam body heating is 15 DEG C during calculating, and with the increase of temperature span, rail stroke additional force gradually increases, when Additional longitudinal rail force is super
When crossing permissible value, it will be considered that laying small-resistant fastener；Increase with the continuation of temperature span, laying small-resistant fastener can not also expire
Sufficient circuit force request, so needs to consider to set expansion and cotraction regulator.
In Ballast track structure, under Braking, the quick relative displacement of beam rail is no more than 4mm, while bridge pier is firm
Degree also has an impact to the quick relative displacement of beam rail, and pier stiffness is smaller, and the quick relative displacement of beam rail is bigger caused by brake force；It is logical
The pier stiffness crossed at increase continuous beam hold-down support is conducive to reducing the quick relative displacement of beam rail, but increases pier stiffness
Bridge cost can be increased, in order to reduce investment outlay, laying small-resistant fastener, small resistance can be considered under conditions of circuit stress satisfaction
Power fastener resistance, which is less than under ballast longitudinal resistance, Braking, will not cause the reduction of track stability, therefore without 4mm
Limit value.
According to temperature span length's scope, China railways concrete continuous bridge of growing up totally is divided into three classes.Wherein temperature span
To include three across a continuous bridge in below 150m bridge main；Temperature span 150m~300m, bridge main will include three
Connection one across with the continuous beam of multispan one；More than temperature span 300m bridge is mainly the continuous beam of multispan one.According to China master
Want the service condition of continuous bridge, it is considered to the change of temperature span and the position of bearing, pick wherein 8 kinds bridge type conducts
Research object.Continuous beam arrangement is as shown in table 2：
The railway of table 2 is grown up continuous bridge classification chart
When calculating contractility, Ballast track beam body heats up 15 DEG C, when brake force inspection is calculated, and mobile load during Ballast track is used breaks
The inspection of seam value considers the breaking joint value of rail in the case of different temperatures when calculating.
Influence in view of boundary condition to track structure, simply supported beam of each setting 5 across 32m length at continuous beam two ends.Bridge
Beam support arrangement is so that girder span is (32+48+32) m as an example, as shown in Figure 3.
Change pier stiffness at hold-down support, lower maximal dilation additional potential (pressure) power for extracting rail of contractility effect；System
Maximum braking additional force, the quick relative displacement of fine strain of millet rail are extracted under dynamic action.
Drawn according to above-mentioned result of calculation：When the continuous beam on hold-down support both sides is arranged symmetrically, with pier stiffness
Change, flexible additional force does not change substantially, exemplified by selection (64+4 × 116+64) m continuous bridges；When hold-down support both sides
During continuous beam asymmetric arrangement, with the increase of pier stiffness, flexible additional force increases therewith, chooses (80+128+80) m and is
Example.Change the pier stiffness at hold-down support, calculate rail stroke additional force, result of calculation is as shown in Figure 4 and Figure 5.
As shown in Figure 4, when hold-down support both sides continuous beam is arranged symmetrically, with the increase of pier stiffness, rail is stretched additional
Power is held essentially constant, and this is due to that TEMPERATURE FORCE effect is lower continuous symmetrical flexible, and track structure reacts on the effect in beam body
Power belongs to self balancing force system, is delivered to the active force very little on bridge pier, thus pier stiffness change do not interfere with substantially it is flexible
The distribution of power；As seen from Figure 5, during hold-down support both sides continuous beam asymmetric arrangement, with the increase of pier stiffness, rail is stretched
Contracting additional force slowly increases, and this is due to that asymmetric systems cause track to react on the active force in beam body to be asymmetrical,
In the presence of asymmetric additional force, beam body is to the less side run-off the straight of stress, and the interaction force between fine strain of millet rail divides again
Cloth, causes temperature to reduce across that larger side rail stroke additional force, and temperature increases across that less side rail stroke additional force,
Therefore there is rail stroke additional force with the increase of pier stiffness to increase, but increment value is limited, compared to the effect of TEMPERATURE FORCE,
Rail stroke additional force merely add 11.8%.
Also, with the increase of continuous bridge temperature span, the flexible additional force of rail is significantly increased, it is assumed that pier stiffness
300kN/cm/ lines are taken, change curve of the rail stroke additional force with temperature span are drawn, as shown in Figure 6.As can be seen that with
The increase of continuous beam temperature span, the flexible additional force of rail quickly increases, and the temperature span of continuous beam is influence rail stroke
The principal element of additional force.Meanwhile, after continuous beam temperature span is more than 328m, tiny fragments of stone, coal, etc. track is equipped with bridge, in rail
Temperature rise reaches in the environment of 50 DEG C that rail strength and stability will exceed permissible value, now needs to consider laying small-resistant fastener；
When continuous beam temperature span reaches 377m, when rail temperature rise is reached after 40 DEG C, rail strength and stability can transfinite, it is necessary to
Consider laying small-resistant fastener, or further lay expansion and cotraction regulator.
Lay small-resistant fastener on girder, calculate the result of each operating mode, when rail temperature rise/be reduced to 30 DEG C, 40 DEG C and 50
DEG C when, calculate rail under each operating mode (flexible+braking) additional force, when can not be met using normal resistance fastener require when, use instead small
Resistance fastener, if small-resistant fastener can not still meet requirement, it is considered to set expansion and cotraction regulator.It is existing main continuous in China
Tiny fragments of stone, coal, etc. track is equipped with beam bridge, on bridge, area of the rail maximum temperature rise not less than 30 DEG C, the normal resistance fastener of laying can meet rail
The requirement of road stability and intensity.Because the existing continuous bridge maximum temperature span of China is 345m, therefore put aside temperature
Span exceedes 345m bridge；It is super in continuous beam temperature span when rail maximum temperature rise is more than 30 DEG C, but during not less than 40 DEG C
Crossing on 338m bridge needs to lay small-resistant fastener on girder；When rail maximum temperature rise is more than 50 DEG C, continuous beam temperature
It is small on girder when temperature span is more than 315m after span is more than 275m, it will be considered that small-resistant fastener is laid on girder
Resistance fastener will be unable to meet and require, it is necessary to set expansion and cotraction regulator.
In addition, respectively to Ballast track stability, the quick relative displacement of Ballast track beam rail and Ballast track pier displacement
Carry out calculating control.
Found out by above-mentioned analysis, pier stiffness does not interfere with the flexible additional force of rail substantially, rail stroke is added
Power is mainly influenceed than larger by continuous beam temperature span and rail maximum temperature amplitude of variation.Influence the choosing of track structure form
The factor of type is except intensity, stability, the also quick relative displacement of beam rail.Result of calculation is summarized in by form by data above
In, as shown in table 3.
The minimum rigidity of bridge pier during the full-bridge of table 3 normal resistance
As can be seen from Table 3, the bridge pier minimum rigidity that rear three kinds of bridge types are determined by the quick relative displacement of beam rail is too big, real
It is difficult to accomplish in the work progress of border, therefore laying small-resistant fastener.After main bridge laying small-resistant fastener, pier stiffness value
It is as shown in table 4 respectively.
The minimum rigidity of bridge pier during the main bridge slight drag of table 4
Note："-" represents that calculated rigidity can meet requirement in table 4, and " measure " represents that needs take laying small-resistant fastener
Or the method such as expansion and cotraction regulator is the problem of solve to lay gapless track on bridge.
By above-mentioned data drafting pattern, as shown in fig.7-12, according to above-mentioned calculating process, continuous bridge is obtained different
In the case of temperature span, its anchor block longitudinal rigidity limit value and track treatment measures.
Embodiment 3
High-block bridge concrete continuous girder bridge, the continuous bridge is non-fragment orbit, according to longitudinal rigidity control described above
The high-block bridge concrete continuous girder bridge that method processed is obtained, the continuous bridge is in the case of different temperature spans, its anchor block
Longitudinal rigidity limit value and track treatment measures meet table 5.
The non-fragment orbit continuous beam anchor block of table 5 longitudinal direction Line stiffness limit value table
Listed in table 5 is Line stiffness needed for single line, and double track bridge is 2 times of values listed in table 5.
Non-fragment orbit is good compared to Ballast track stability, and fastener resistance is big, and orbitally stable is not present under Braking
The problem of property declines.According to newest《Seamless railroad design specification》, the beam that non-fragment orbit considers when contractility is calculated
Body heating is 30 DEG C, and non-fragment orbit Axial Resistance is inherently bigger than Ballast track in addition, therefore in flexible additional force meter
In calculation, higher requirement is proposed to non-fragment orbit intensity；Load form uses ZK mobile loads when damped condition is calculated.Ballast track
The maximum allowble pressure of structure rail is by stability control, and ballastless track structure is fine due to its stability, by strength control.
Non-fragment orbit calculates operating mode and refers to Ballast track, Axial Resistance reference《Seamless railroad design specification》Take
Value, clamp styles basis for selecting result of calculation, after non-fragment orbit fastener can not meet circuit inspection calculation requirement, it is considered to lay small
Resistance fastener；When laying small-resistant fastener can not still be met, it is considered to which expansion and cotraction regulator is set.Simply supported beam pier stiffness still takes
Pier stiffness excursion at 200kN/cm/ lines, continuous beam hold-down support is from 300kN/cm/ lines to 2000kN/cm/ lines.Bridge
Ballast track in pier bearing arrangement form, reference implementation example 2 is chosen.
Non-fragment orbit rail strength, the quick relative displacement of non-fragment orbit beam rail and non-fragment orbit pier displacement are carried out respectively
Control.
By the control to the above-mentioned each side of non-fragment orbit, it can obtain, pier stiffness does not interfere with stretching for rail substantially
Contracting additional force, Additional longitudinal rail force is mainly influenceed by continuous beam temperature span and rail maximum temperature rise.Influence track structure shape
The factor of formula type selecting is except the additional force, the also quick relative displacement of beam rail of stretching.By the calculating knot obtained in above-mentioned control process
Fruit is summarized in form, as shown in table 6.
The minimum rigidity of bridge pier during the full-bridge of table 6 normal resistance
Note：" measure " represent needs take the laying method such as small-resistant fastener or expansion and cotraction regulator solve to lay on bridge it is seamless
The problem of circuit.
Found out by table 6, the bridge pier minimum rigidity that rear several bridge types are determined by the quick relative displacement of beam rail is too big, practice of construction
During be difficult accomplish, therefore laying small-resistant fastener.After main bridge laying small-resistant fastener, pier stiffness value is respectively such as table
Shown in 7.
The minimum rigidity of bridge pier during the main bridge slight drag of table 7
Note：" measure " represent needs take the laying method such as small-resistant fastener or expansion and cotraction regulator solve to lay on bridge it is seamless
The problem of circuit.
By above-mentioned data drafting pattern, as shown in figures 13-18.According to above-mentioned calculating process, non-fragment orbit continuous beam is obtained
Bridge is in the case of different temperature spans, its anchor block longitudinal rigidity limit value and track treatment measures.
Claims (12)
1. a kind of longitudinal rigidity control method of high-block bridge concrete continuous girder bridge, it is characterised in that comprise the following steps：
A, selection continuous bridge, compare the characteristics of continuous beam is with two kinds of bridge structure forms of simply supported beam, when meeting respective conditions, really
Surely continuous bridge is used；
B, set up the integrated computation model of line bridge pier；
C, imposed load, are further applied load to the shaft of high pier of continuous bridge, including vertically and horizontally thermograde, vertically and horizontally wind load and
Load in terms of pier shaft homogeneous temperature field；
D, gapless track force analysis, according to the deformation of high pier under loads, obtain high pier to seamless turnout on bridge stress
The affecting laws of deformation；
E, rigidity limit value is determined, further using finite Element Analysis beam rail interaction force, carry out numerical solution, and combine
Step d is fixed pier longitudinal rigidity limit value；
F, determine beam shape type of arrangement and track treatment measures, continuous bridge temperature span, connection it is long it is certain under conditions of, obtain
The type of arrangement of beam shape, and determine anchor block rigidity limit value and track treatment measures.
2. the longitudinal rigidity control method of high-block bridge concrete continuous girder bridge according to claim 1, it is characterised in that
The step a comprises the following steps：
A1, compare the deformation and stress of continuous beam and simply supported beam under High-speed Train Loads；
The beam body construction and stiffness index of a2, comparative analysis length connection continuous beam and corresponding span simply supported beam；
A3, the continuous beam of the multiple specifications of comparison and simply supported beam pier top longitudinal size and concrete quantity, including N × 32m, N ×
40m and N × 48m.
3. the longitudinal rigidity control method of high-block bridge concrete continuous girder bridge according to claim 2, it is characterised in that
In step a, the respective conditions include, when medium and small span continuous beam joins long temperature span in below 160m, taking multispan
Continuous beam scheme.
4. the longitudinal rigidity control method of high-block bridge concrete continuous girder bridge according to claim 3, it is characterised in that
When the connection length of continuous bridge is more than 10 × 32m, 8 × 40m, 6 × 48m, rail temperature adjuster is set in continuous beam beam-ends.
5. the longitudinal rigidity control method of high-block bridge concrete continuous girder bridge according to claim 1, it is characterised in that
Anchor block is continuous beam on many supports anchor block, and all anchor blocks are arranged at continuous beam medium position.
6. the longitudinal rigidity control method of the high-block bridge concrete continuous girder bridge according to one of claim 1-5, it is special
Levy and be, step b ' is also increased after the step b:Suspended deck structure and multi-column pier foundation FEM model are set up, and analyzes pier base
The influence of plinth deformation.
7. the longitudinal rigidity control method of the high-block bridge concrete continuous girder bridge according to one of claim 1-5, it is special
Levy and be, in the step d, when analyzing beam rail interaction force, it is considered to the temperature of beam and rail, the temperature of the beam and rail
Spend for single heating or cooling, beam uses temperature difference per day.
8. the longitudinal rigidity control method of the high-block bridge concrete continuous girder bridge according to one of claim 1-5, it is special
Levy and be, in the step e, beam rail interaction force includes contractility, flexural force, broken rail power and brake force.
9. a kind of high-block bridge concrete continuous girder bridge, the continuous bridge is Ballast track, it is characterised in that according to claim
The high-block bridge concrete continuous girder bridge that longitudinal rigidity control method described in one of 1-8 is obtained, the anchor block of the continuous bridge
Longitudinal rigidity limit value and different temperature spans, rail temperature amplitude of variation and adaptation beam type arrangement correspondence, and take corresponding track
Treatment measures.
10. high-block bridge concrete continuous girder bridge according to claim 9, it is characterised in that the temperature of continuous bridge across
Under degree, rail temperature amplitude of variation, adaptation beam type arrangement, anchor block longitudinal rigidity limit value and track treatment measures corresponding relation are met
Table：
Listed in table is Line stiffness needed for single line, and double track bridge is 2 times of values listed in table.
11. a kind of high-block bridge concrete continuous girder bridge, the continuous bridge is non-fragment orbit, it is characterised in that will according to right
The high-block bridge concrete continuous girder bridge for asking the longitudinal rigidity control method described in one of 1-8 to obtain, the fixation of the continuous bridge
Pier longitudinal rigidity limit value and different temperature spans, rail temperature amplitude of variation and adaptation beam type arrangement correspondence, and take corresponding rail
Road treatment measures.
12. high-block bridge concrete continuous girder bridge according to claim 11, it is characterised in that the temperature of continuous bridge across
Under degree, rail temperature amplitude of variation, adaptation beam type arrangement, anchor block longitudinal rigidity limit value and track treatment measures corresponding relation are met
Table,
Listed in table is Line stiffness needed for single line, and double track bridge is 2 times of values listed in table.
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| CN111353195A (en) * | 2020-03-16 | 2020-06-30 | 四川省公路规划勘察设计研究院有限公司 | Rigidity matching method for same-connection pier and support of multi-span beam bridge in mountainous area |
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