CN109056516B - Restraint system of railway suspension bridge girder steel - Google Patents
Restraint system of railway suspension bridge girder steel Download PDFInfo
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- CN109056516B CN109056516B CN201811118319.9A CN201811118319A CN109056516B CN 109056516 B CN109056516 B CN 109056516B CN 201811118319 A CN201811118319 A CN 201811118319A CN 109056516 B CN109056516 B CN 109056516B
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- 229910000831 Steel Inorganic materials 0.000 title claims abstract description 63
- 239000010959 steel Substances 0.000 title claims abstract description 63
- 239000000725 suspension Substances 0.000 title claims abstract description 25
- 230000009471 action Effects 0.000 claims abstract description 21
- 239000007788 liquid Substances 0.000 claims description 28
- 230000006978 adaptation Effects 0.000 claims description 2
- 238000004804 winding Methods 0.000 claims 1
- 238000006073 displacement reaction Methods 0.000 abstract description 31
- 230000000694 effects Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000002411 adverse Effects 0.000 description 2
- 230000002301 combined effect Effects 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000013016 damping Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 238000005299 abrasion Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002354 daily effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000003203 everyday effect Effects 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
- E01D19/04—Bearings; Hinges
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D11/00—Suspension or cable-stayed bridges
- E01D11/02—Suspension bridges
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Bridges Or Land Bridges (AREA)
Abstract
The invention discloses a restraint system for a railway suspension bridge steel beam, which comprises a vertical support and a longitudinal damper arranged at a bridge abutment and a bridge tower, and also comprises a longitudinal movable support, a transverse movable support, a fixed support and a transverse damper arranged at the bridge abutment and the bridge tower. According to the invention, the central buckling measure is canceled, and the transverse movable support and the fixed support are adopted to carry out longitudinal limit constraint on the support, so that the braking and starting actions of a train can be resisted, and the longitudinal displacement of the steel beam is reduced; according to the invention, a transverse wind support is canceled, and a longitudinal movable support and a fixed support are adopted to carry out transverse limit constraint on the support, so that the transverse wind displacement can be resisted, and the stress of a cable tower is reduced; the invention is additionally provided with the transverse damper, so that the transverse displacement of the steel beam can be effectively reduced by more than 70%, and the earthquake stress of the bridge tower and the steel beam can be effectively reduced.
Description
Technical Field
The invention relates to the technical field of bridge engineering, in particular to a constraint system of a railway suspension bridge steel beam.
Background
The suspension bridge is used as a bridge type with the largest spanning capacity, is widely applied to highway bridge construction, and also establishes a plurality of suspension bridges for public and railway use abroad. The suspension bridge mainly comprises a cable system, a cable tower, an anchorage and a stiffening girder, wherein the stiffening girder generally adopts a steel girder and mainly bears the effects of vertical live load, temperature, wind power and earthquake load.
The steel beams of the suspension bridge are connected to slings, towers or piers (platforms) in the cable system. The restraint system of the suspension bridge girder refers to the vertical, horizontal and longitudinal restraint conditions of the girder, and mainly comprises measures such as a vertical support, a horizontal wind support, a longitudinal damper, a central buckle and the like. The vertical support mainly transmits the load on the steel beam to a bridge pier (abutment) or a bridge tower, generally only the vertical displacement of the steel beam is limited, and a hanger rod is adopted to replace the support at the bridge tower; the transverse wind support is arranged transversely on the steel beam, and the transverse displacement of the steel beam exceeds a limit value under the action of wind load to limit the transverse displacement; the vibration control device is characterized in that the longitudinal damper is arranged between bridge members which are subjected to relative displacement, can deform freely under the action of static load such as temperature and automobile load which are slowly applied, and can generate damping force and dissipate energy under the action of dynamic load such as automobile vibration, earthquake, pulsating wind and the like which are rapidly applied; the central buckle is arranged on the middle and short slings of the midspan to connect the main cable and the steel beam, and is used for reducing the longitudinal displacement of the steel beam and improving the stress of the short slings.
In the development period of China, railway construction is in the vigorous development period, and a railway needs to adopt a bridge with a larger span when crossing a deep canyon or a large river, so that a suspension bridge is an important choice of a bridge with a large span. Compared with highway bridges, the railway bridge has high load, high train speed and strong power effect, larger braking force and starting force and high frequency, and the constraint condition of the highway suspension bridge on the steel girder is not suitable for the railway suspension bridge. For example, only the longitudinal damper is used for limiting the braking force or the starting force of the train, and if the train is braked and started once every day, the accumulated travel of the longitudinal damper reaches the limit after 5 years; the cable tower is provided with the transverse wind support to limit wind displacement, and the transverse wind support can transmit huge transverse earthquake force to the cable tower.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a restraint system for a railway suspension bridge steel beam.
In order to achieve the above object, the present invention provides the following technical solutions:
a restraint system of a railway suspension bridge steel beam comprises a vertical support and a longitudinal damper which are arranged at a bridge abutment and a bridge tower, and further comprises a longitudinal movable support, a transverse movable support, a fixed support and a transverse damper which are arranged at the bridge abutment and the bridge tower.
The support comprises a vertical support for transmitting vertical force of a steel beam, a transverse movable support for resisting braking force and starting force of a train and reducing longitudinal displacement of the steel beam, a longitudinal movable support for resisting transverse wind force, and a fixed support with functions of the transverse movable support and the longitudinal movable support. Furthermore, when the longitudinal limit constraint and the transverse limit constraint are released by the steel beam support under the action of exceeding the designed earthquake, the invention improves and eases the earthquake response of the bridge through the damper, and the invention not only comprises the longitudinal damper for reducing the longitudinal displacement of the steel beam under the action of the earthquake, but also comprises the transverse damper for reducing the transverse displacement of the steel beam under the action of the earthquake and improving the earthquake stress of the bridge tower and the steel beam.
According to the invention, the central buckling measure is canceled, and the transverse movable support and the fixed support are adopted to carry out longitudinal limit constraint on the support, so that the braking and starting actions of a train can be resisted, and the longitudinal displacement of the steel beam is reduced; according to the invention, a transverse wind support is canceled, and a longitudinal movable support and a fixed support are adopted to carry out transverse limit constraint on the support, so that the transverse wind displacement can be resisted, and the stress of a cable tower is reduced; the invention is additionally provided with the transverse damper, so that the transverse displacement of the steel beam can be effectively reduced by more than 70%, and the earthquake stress of the bridge tower and the steel beam can be effectively reduced. Through the dynamic coupling analysis of the windmill bridge, the railway suspension bridge adopting the constraint system has good dynamic characteristics and train shape.
Preferably, the transverse movable support and the fixed support are both arranged at the bridge tower, and the longitudinal movable support and the vertical support are both arranged at the bridge abutment. The bridge tower is located the middle part of line cable bridge, installs horizontal movable support and fixed bolster in the middle part, more is favorable to its play a role.
Preferably, the transverse movable support and the fixed support are arranged at one bridge tower, and the other bridge tower is provided with a longitudinal movable support and a vertical support.
Preferably, the transverse damper is mounted on both the upper chord plane of the steel beam and the lower chord plane of the steel beam for reducing transverse displacement.
Preferably, two transverse dampers are symmetrically arranged on the upper chord plane of the steel beam at each bridge tower/bridge abutment; and two transverse dampers are symmetrically arranged on the lower chord plane of the steel beam at each bridge tower.
Preferably, the steel beam lower chord plane is also provided with the longitudinal damper.
Preferably, the lower chord plane of the steel beam is symmetrically provided with two longitudinal dampers at each bridge tower/abutment.
Preferably, the longitudinal damper adopts a liquid viscous damper additionally provided with a free micro-motion device, the additional arrangement of the free micro-motion longitudinal damper can avoid adverse effects on the brake and the start of a train, and the longitudinal displacement of the steel beam can be obviously reduced by more than 80 percent.
Specifically, the liquid viscous damper additionally provided with the free micro-motion device comprises a liquid viscous damper and the free micro-motion device, wherein the free micro-motion device comprises a cylinder body connected with the liquid viscous damper, the other end of the cylinder body is connected with a T-shaped baffle body in a bolt manner, the outer surfaces of the cylinder body and the T-shaped baffle body are sleeved with a sleeve, and the other end of the sleeve is connected with a connecting ring in a bolt manner;
the T-shaped baffle body comprises a column body and a baffle, and the diameter of the baffle is larger than that of the column body;
the inside of telescopic is fixed with the movable dog of ring shape, the internal diameter of movable dog with cylinder looks adaptation, just the internal diameter of movable dog is less than the diameter of baffle, the internal diameter of movable dog is less than the external diameter of cylinder body, movable dog can slide between cylinder body and baffle along with the sleeve.
During installation, one end of the liquid viscous damper is hinged with a structural support body (such as a bridge abutment or a bridge tower), and one end of the connecting ring is connected with the beam body. Through the sliding of the movable stop block, the disturbance of the brake load and the travelling load to the liquid viscous damper can be well avoided, the accumulated stroke of the liquid viscous damper under the action of the daily train brake and the travelling load is greatly reduced, meanwhile, the influence of temperature deformation on the durability of the damper can be considered, the abrasion loss of a damper sealing element is greatly reduced, the service life of the liquid viscous damper is longer than that of the current common liquid viscous damper, and the vibration damping effect of the liquid viscous damper special for the earthquake load is realized.
Preferably, one end of the transverse damper and one end of the longitudinal damper are arranged at the bridge abutment/bridge tower, and the other end of the transverse damper are arranged on the girder body, so that the relative movement of the girder body relative to the bridge abutment/bridge tower can be partially counteracted.
The invention also discloses a railway suspension bridge steel beam, which is provided with any one of the restraint systems.
Compared with the prior art, the invention has the beneficial effects that:
the support comprises a vertical support for transmitting vertical force of a steel beam, a transverse movable support for resisting braking force and starting force of a train and reducing longitudinal displacement of the steel beam, a longitudinal movable support for resisting transverse wind force, and a fixed support with functions of the transverse movable support and the longitudinal movable support. Furthermore, when the longitudinal limit constraint and the transverse limit constraint are released by the steel beam support under the action of exceeding the designed earthquake, the invention improves and eases the earthquake response of the bridge through the damper, and the invention not only comprises the longitudinal damper for reducing the longitudinal displacement of the steel beam under the action of the earthquake, but also comprises the transverse damper for reducing the transverse displacement of the steel beam under the action of the earthquake and improving the earthquake stress of the bridge tower and the steel beam.
According to the invention, the central buckling measure is canceled, and the transverse movable support and the fixed support are adopted to carry out longitudinal limit constraint on the support, so that the braking and starting actions of a train can be resisted, and the longitudinal displacement of the steel beam is reduced; according to the invention, a transverse wind support is canceled, and a longitudinal movable support and a fixed support are adopted to carry out transverse limit constraint on the support, so that the transverse wind displacement can be resisted, and the stress of a cable tower is reduced; the invention is additionally provided with the transverse damper, so that the transverse displacement of the steel beam can be effectively reduced by more than 70%, and the earthquake stress of the bridge tower and the steel beam can be effectively reduced. Through the dynamic coupling analysis of the windmill bridge, the railway suspension bridge adopting the constraint system has good dynamic characteristics and train shape.
Description of the drawings:
fig. 1 is a floor plan of a railway suspension bridge.
Fig. 2 is a layout of the support of the steel girder at the abutment and the pylon.
FIG. 3 is a diagram of the damper placement of the steel beam upper chord plane at the abutment and pylon.
FIG. 4 is a diagram of the damper placement of the steel beam lower chord plane at the abutment and pylon.
Fig. 5 is a schematic diagram of a liquid viscous damper with a free micro-motion device.
Fig. 6 is a front view of a T-shaped baffle.
Fig. 7 is a side view of a T-shaped baffle.
Fig. 8 is a schematic diagram of the installation of a liquid viscous damper with the addition of a free jog device.
The marks in the figure: 1-0# bridge abutment, 2-1# bridge tower, 3-2# bridge tower, 4-3# bridge abutment;
10-0# abutment longitudinal movable support, 11-1# abutment fixed support, 12-2# abutment longitudinal movable support, 13-3# abutment longitudinal movable support, 14-0# abutment vertical support, 15-1# abutment transverse movable support, 16-2# abutment vertical support and 17-3# abutment vertical support;
20-0# bridge first transverse damper, 21-1# bridge first transverse damper, 22-2# bridge first transverse damper, 23-3# bridge first transverse damper, 24-0# bridge second transverse damper, 25-1# bridge second transverse damper, 26-2# bridge second transverse damper and 27-3# bridge second transverse damper;
30-0# bridge first longitudinal damper, 31-1# bridge first longitudinal damper, 32-2# bridge first longitudinal damper, 33-3# bridge first longitudinal damper, 34-0# bridge second longitudinal damper, 35-1# bridge second longitudinal damper, 36-2# bridge second longitudinal damper, 37-3# bridge second longitudinal damper;
a third transverse damper of the 41-1# bridge tower, a third transverse damper of the 42-2# bridge tower, a fourth transverse damper of the 43-1# bridge tower and a fourth transverse damper of the 44-2# bridge tower;
5-adding a liquid viscous damper provided with a free micro-motion device, wherein the liquid viscous damper comprises a 51-liquid viscous damper, a 52-cylinder body, a 53-T-shaped baffle body, a 531-cylinder body, a 532-baffle plate, a 54-sleeve, a 541-movable stop block, a 55-connecting ring, a 56-cylinder body I and a 57-cylinder body II;
6-beam body and 7-bridge tower.
Detailed Description
The present invention will be described in further detail with reference to test examples and specific embodiments. It should not be construed that the scope of the above subject matter of the present invention is limited to the following embodiments, and all techniques realized based on the present invention are within the scope of the present invention.
A restraint system of a railway suspension bridge steel beam comprises a abutment and a bridge tower, wherein the abutment comprises a vertical abutment, a longitudinal movable abutment, a transverse movable abutment and a fixed abutment, and the damper comprises a longitudinal damper and a transverse damper.
Specifically, as shown in fig. 1, the railway suspension bridge according to the present embodiment includes a 0# abutment 1, a 1# abutment 2, a 2# abutment 3 and a 3# abutment 4. As shown in fig. 2, the support constraint of the railway suspension bridge girder includes: a 0# abutment longitudinal movable support 10 and a 0# abutment vertical support 14 which are arranged at the 0# abutment 1; a 1# bridge tower fixed support 11 and a 1# bridge tower transverse movable support 15 which are arranged at the 1# bridge tower 2; a 2# bridge tower longitudinal movable support 12 and a 2# bridge tower vertical support 16 which are arranged at the 2# bridge tower 3; a 3# abutment longitudinal movable support 13 and a 3# abutment vertical support 17 are arranged at the 3# abutment 4.
The vertical supports (comprising a No. 0 bridge abutment vertical support 14, a No. 2 bridge tower vertical support 16 and a No. 3 bridge abutment vertical support 17) are mainly used for transmitting the vertical force of the steel beam; the 1# bridge tower fixed support 11 and the 1# bridge tower transverse movable support 15 are used for resisting train braking force and starting force and reducing longitudinal displacement of the steel beam; the abutment fixed support 11, abutment longitudinal cradle 10, abutment longitudinal cradle 12 and abutment longitudinal cradle 13 are adapted to resist transverse wind.
As shown in fig. 3, a transverse damper is arranged on the upper chord plane of the steel beam, specifically, the transverse damper comprises a 0# bridge abutment first transverse damper 20 and a 0# bridge abutment second transverse damper 24 which are arranged at a 0# bridge abutment 1; a first transverse damper 21 of the No. 1 bridge tower and a second transverse damper 25 of the No. 1 bridge tower are arranged at the No. 1 bridge tower 2; a 2# bridge tower first transverse damper 22 and a 2# bridge tower second transverse damper 26 which are arranged at the 2# bridge tower 3; a 3# abutment first lateral damper 23 and a 3# abutment second lateral damper 27 provided at the 3# abutment 4.
As shown in fig. 4, a longitudinal damper and a transverse damper are provided on the lower chord plane of the steel beam, specifically, the longitudinal damper provided on the lower chord plane of the steel beam includes a first longitudinal damper 30 of a # 0 abutment and a second longitudinal damper 34 of a # 0 abutment provided at a # 0 abutment 1; a first longitudinal damper 31 of the 1# bridge tower and a second longitudinal damper 35 of the 1# bridge tower which are arranged at the 1# bridge tower 2; a 2# bridge tower first longitudinal damper 32 and a 2# bridge tower second longitudinal damper 36 provided at the 2# bridge tower 3; a 3# abutment first longitudinal damper 33 and a 3# abutment second longitudinal damper 37 provided at the 3# abutment 4. The transverse damper arranged on the lower chord plane of the steel beam comprises a third transverse damper 41 of the No. 1 bridge tower and a fourth transverse damper 43 of the No. 1 bridge tower, which are arranged at the No. 1 bridge tower 2; a third transverse damper 42 of the 2# bridge tower and a fourth transverse damper 44 of the 2# bridge tower are arranged at the 2# bridge tower 3.
Under the action of exceeding the designed earthquake, the support releases the restriction, and the damper plays a leading role. The dampers are used for improving and relieving the bridge earthquake response, wherein the longitudinal dampers 30-37 are used for reducing the longitudinal displacement of the steel beam under the earthquake action, and the transverse dampers 20-27 and 40-43 are used for reducing the transverse displacement of the steel beam under the earthquake action and improving the earthquake stress of the bridge tower and the steel beam. The longitudinal dampers 30-37 adopt a liquid viscous damper 5 additionally provided with a free micro-motion device, and adverse effects on the braking, starting and temperature of the train can be avoided.
As shown in fig. 5 and 8, the liquid viscous damper 5 with the free micro-motion device comprises a liquid viscous damper 51 hinged with a structural support body (abutment or bridge tower 7) and the free micro-motion device, wherein the free micro-motion device comprises a cylinder body 52, a T-shaped baffle 53 and a sleeve 54, and the sleeve 54 is hinged with the steel beam body 6 through a connecting ring 55.
One end of the cylinder 52 is connected in series with the liquid viscous damper 51 in a bolt type, and the other end is connected with the T-shaped baffle 53 in a bolt type, as shown in fig. 6-7, the T-shaped baffle 53 comprises a cylinder 531 and a baffle 532, and the diameter of the baffle 532 is larger than that of the cylinder 531. The sleeve 54 is sleeved on the outer surfaces of the cylinder body 52 and the T-shaped baffle 53, a movable stop 541 is fixed inside the sleeve 54, the movable stop 541 and the sleeve 54 are integrally formed structural members, and the movable stop 541 is of a circular structure with a through hole in the middle. The diameter of the through hole is matched with the cylinder 531, and is smaller than the diameter of the baffle 532, the diameter of the through hole is smaller than the outer diameter of the cylinder 52, and the movable block 541 can slide between the cylinder 52 and the baffle 532 along with the sleeve 54.
The liquid viscous damper 51 has the performance of a conventional liquid viscous damper, can deform freely under the conditions of temperature and concrete shrinkage creep, and plays a role in vibration reduction and energy consumption under the action of a large dynamic load.
Under the action of dynamic load, the bridge beam body 6 and the bridge tower 7 or the bridge abutment generate relative displacement, and simultaneously drive the rigid body formed by connecting the connecting ring 55 and the sleeve 54 to slide relative to the rigid body formed by the cylinder body 52 and the T-shaped baffle 53, and the movable stop 541 on the sleeve 54 moves in the cavity gap d formed by the cylinder body 52 and the baffle 532. When the relative displacement caused by the vibration is further increased, the movable stopper 541 abuts against one end of the cylinder 52 or the baffle 532, and when the relative displacement caused by the structural vibration is further increased, since the movable stopper 541 has sufficiently abutted against one end of the cylinder 52 or the baffle 532, the inside of the cylinder one 56 and the cylinder two 57 of the liquid viscous damper 51 is stretched or compressed to cancel the vibration. Dynamic loading may be manifested as train braking and driving loading, temperature loading (in terms of push loading), seismic loading.
The cavity gap d formed by the cylinder 52 and the baffle 532 may be set to a fixed value, and the size of the gap d may be considered as deformation generated by train running and braking, deformation generated by temperature load, or a combined effect of both loads according to the requirement of structural vibration reduction. In order to greatly improve the service life of the damper, a combined effect of the two is generally considered.
Under the action of earthquake load, the bridge beam body 6 and the bridge tower 7 or the bridge abutment generate larger relative displacement, the rigid body formed by connecting the connecting ring 55 and the sleeve 54 is driven to generate relative motion with the rigid body formed by the cylinder body 52 and the T-shaped baffle 53, and the cavity gap d formed by one end of the cylinder body 52 and one end of the baffle 532 is far smaller than the relative displacement between the bridge beam body 6 and the bridge tower 7 or the bridge abutment due to the earthquake action, so that the movable baffle 541 is abutted against one end of the cylinder body 52 or one end of the baffle 532 in the back and forth motion process, drives the cylinder body one 56 and the cylinder body two 57 of the liquid viscous damper 51 to generate stretching or compression deformation, consumes earthquake energy in the process of generating stretching or compression deformation inside the cylinder body one 56 and the cylinder body two 57 of the liquid viscous damper 51, and plays a role of vibration reduction.
The above embodiments are only for illustrating the present invention and not for limiting the technical solutions described in the present invention, and although the present invention has been described in detail in the present specification with reference to the above embodiments, the present invention is not limited to the above specific embodiments, and thus any modifications or equivalent substitutions are made to the present invention; all technical solutions and modifications thereof that do not depart from the spirit and scope of the invention are intended to be covered by the scope of the appended claims.
Claims (3)
1. The restraint system of the railway suspension bridge steel beam comprises a vertical support and a longitudinal damper which are arranged at the bridge abutment and the bridge tower, and is characterized by also comprising a longitudinal movable support, a transverse movable support, a fixed support and a transverse damper which are arranged at the bridge abutment and the bridge tower;
the railway suspension bridge comprises a 0# bridge abutment, a 1# bridge tower, a 2# bridge tower and a 3# bridge abutment, wherein a 0# bridge abutment longitudinal movable support and a 0# bridge abutment vertical support are arranged at the 0# bridge abutment; a fixed support of the bridge tower No. 1 and a movable support of the bridge tower No. 1 are arranged at the bridge tower No. 1; a 2# bridge tower longitudinal movable support and a 2# bridge tower vertical support are arranged at the 2# bridge tower; a 3# abutment longitudinal movable support and a 3# abutment vertical support are arranged at the 3# abutment; the steel beam winding plane is provided with a transverse damper, and the transverse damper comprises a first transverse damper of a 0# bridge abutment and a second transverse damper of the 0# bridge abutment, which are arranged at the 0# bridge abutment; a first transverse damper of the No. 1 bridge tower and a second transverse damper of the No. 1 bridge tower are arranged at the No. 1 bridge tower; a first transverse damper of the 2# bridge tower and a second transverse damper of the 2# bridge tower are arranged at the 2# bridge tower; a first transverse damper of the 3# bridge abutment and a second transverse damper of the 3# bridge abutment are arranged at the 3# bridge abutment; a longitudinal damper and a transverse damper are arranged on the lower chord plane of the steel beam, and the longitudinal damper comprises a first longitudinal damper of a No. 0 bridge abutment and a second longitudinal damper of the No. 0 bridge abutment which are arranged at the No. 0 bridge abutment; a first longitudinal damper of the No. 1 bridge tower and a second longitudinal damper of the No. 1 bridge tower are arranged at the No. 1 bridge tower; a first longitudinal damper of the No. 2 bridge tower and a second longitudinal damper of the No. 2 bridge tower are arranged at the No. 2 bridge tower; a first longitudinal damper of the 3# bridge abutment and a second longitudinal damper of the 3# bridge abutment are arranged at the 3# bridge abutment, and the transverse dampers comprise a third transverse damper of the 1# bridge tower and a fourth transverse damper of the 1# bridge tower which are arranged at the 1# bridge tower; a third transverse damper of the 2# bridge tower and a fourth transverse damper of the 2# bridge tower are arranged at the 2# bridge tower;
under the action of exceeding a designed earthquake, the support releases the restriction, the damper plays a leading role, the longitudinal damper adopts a liquid viscous damper additionally provided with a free micro-motion device, the liquid viscous damper additionally provided with the free micro-motion device comprises a liquid viscous damper and the free micro-motion device, the free micro-motion device comprises a cylinder body connected with the liquid viscous damper, the other end of the cylinder body is connected with a T-shaped baffle body in a bolt manner, and the outer surfaces of the cylinder body and the T-shaped baffle body are sleeved with a sleeve; the T-shaped baffle body comprises a column body and a baffle, and the diameter of the baffle is larger than that of the column body; the inside of telescopic is fixed with the movable dog of ring shape, the internal diameter of movable dog with cylinder looks adaptation, just the internal diameter of movable dog is less than the diameter of baffle, the internal diameter of movable dog is less than the external diameter of cylinder body, movable dog can slide between cylinder body and baffle along with the sleeve.
2. A restraint system for a railway suspension bridge steel beam according to claim 1, wherein one end of the transverse damper and the longitudinal damper is mounted at the abutment/pylon and the other end is mounted on the steel beam body.
3. A railway suspension bridge girder, characterized in that a restraint system according to any one of claims 1-2 is provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811118319.9A CN109056516B (en) | 2018-09-25 | 2018-09-25 | Restraint system of railway suspension bridge girder steel |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811118319.9A CN109056516B (en) | 2018-09-25 | 2018-09-25 | Restraint system of railway suspension bridge girder steel |
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| CN109056516A CN109056516A (en) | 2018-12-21 |
| CN109056516B true CN109056516B (en) | 2024-01-30 |
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