CN109344552A - Suspension type monorail bridge pier and its design method - Google Patents
Suspension type monorail bridge pier and its design method Download PDFInfo
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- CN109344552A CN109344552A CN201811441310.1A CN201811441310A CN109344552A CN 109344552 A CN109344552 A CN 109344552A CN 201811441310 A CN201811441310 A CN 201811441310A CN 109344552 A CN109344552 A CN 109344552A
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- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
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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
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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Abstract
The invention discloses a kind of suspension type monorail bridge pier and its design methods, wherein design method is suspension type monorail beam body under temperature load effect and camber beam can longitudinal Free Transform under Vehicle Load, beam body longitudinally-moving is constrained under Braking, suspension type monorail bridge pier is connected, brake force is transferred to the bridge pier in vehicle forward direction；Suspension type monorail bridge pier includes the hold-down support being equipped on bridge pier and longitudinally-moving support, wherein the allowable displacement of longitudinally-moving support isAnd the sum of the longitudinal deformation amount that the allowable displacement of longitudinally-moving support is greater than beam body temperature deformation amount and camber beam generates under live loading, the permission deflection and beam slit width degree at expansion joint are all larger than the allowable displacement of longitudinally-moving support.The present invention, which solves, standardizes stringent limitation for suspension type monorail bridge pier pier displacement, ensure that even if, without bridge pier pier shaft section is increased, project cost being greatly saved, and improve landscape effect under the limit value.
Description
Technical field
The present invention relates to suspension type monorail technical field, in particular to a kind of suspension type monorail bridge pier and its design method.
Background technique
Suspension type monorail traffic system is a kind of railway traffic system, and there are no operation lines to build up at home at present,
Its bridge pier is generally steel structure pier, and reinforced concrete bridge pier is more rare, and height is higher in rail level than other kinds of bridge
High 6m or more (Vehicle suspension is under beam body) under unanimous circumstances is spent, therefore bridge pier is integrally relatively high, generally in urban district
Bridge pier height is in 14m~17m under normal circumstances, because this kind of standard is required to comparatively strictly landscape, investment and land occupation etc.,
Therefore general pier section is also smaller, under normal circumstances, domestic existing vehicle in 3 marshallings, 30m across freely supported structure its bridge pier
Sectional dimension should be less than 1m × 1m, at this point, the spring level displacement of bridge pier pier top longitudinal direction can not under longitudinal load effect
Meet the requirement of the domestic standard formulated at present.
Before " suspension type monorail traffic design standard " (in August, 2018) is not promulgated, bridge pier is usually suspension type monorail
It is designed using strength control, principle mainly has two, first is that guaranteeing knot according to " railroad bridge Code for design of steel structures " requirement
Intensity, stability and fatigue behaviour of structure etc. do not control the deformation of bridge pier, but must guarantee that each component of structure can normally make
With；Second is that guaranteeing driving comfort level requirement using vehicle-bridge interaction analysis.The reason of considering in this way is suspension type monorail knot
Structure and conventional railway bridge have essential difference, it is believed that and suspension type monorail bogie is built within bridge rail spar-box body,
Be not in the derailment occurring generated because pier displacement is excessive, as long as therefore structure safety, vehicle safely, meanwhile, cannot
Because the rigidity of structure is insufficient, comfort of passenger is caused to can not meet requirement.At this point, by the average high 15m of pier, girder span 30m (suspension type
Single track simply supported beam girder span is generally up to 30m, and beam just sharply increases when 30m or more, more wastes, also influences landscape and increase
Difficulty of construction etc.), the case where 3 vehicles marshalling, calculates, and the sectional dimension of bridge pier is about 0.9m × 0.9m, can meet above want
It asks.
But the domestic suspension type monorail design standard formally promulgated has Sichuan Province's provincial standard " suspension type now
Monorail transit design standard ", other include existing such as the suspension type monorail traffic design standard that rail traffic association writes
The stage is consulted on, whichsoever standard all provides that the spring level displacement of the bridge pier pier top longitudinal direction in the case where longitudinal force acts on is answered
Meet:(wherein, L is span).In the case where such pier top is limited along bridge to displacement, the sectional dimension of bridge pier is in pier height
When 15m, with under above-mentioned same case, the change in size of steel pier is 2.3m × 0.9m, and sectional dimension than pressing intensity originally
Big 2 times or more when control design case, at this point, only the project amount of bridge pier increases 180% or more, and pier Gao Yue great, section
Size is bigger.And suspension type monorail is completely elevated bridge, every kilometer of a minimum of 34 bridge pier is practical far more than the value, because
The current linear beam of suspension type monorail can accomplish 30m across but camber beam maximum is across generally only 25m, suspension type monorail are different
In other traffic standards, great advantage be curve can flexible arrangement, therefore, line alignment is generally with adaptation to the ground requirement
Standard, curve accounting is larger, and general 50% or more.
The appearance of design standard brings detrimental effects to the popularization of this newborn traffic standard of suspension type monorail, through surveying
It calculates, the bridge being designed using this standard did not promulgated the preceding bridge designed using strength control, project cost than originally standardizing
Every kilometer about increases by 13,000,000 RMB (not comprising the increased expense in basis), meanwhile, detrimental effects are brought to landscape.
Summary of the invention
It is an object of the invention to overcome the above-mentioned deficiency in the presence of the prior art, a kind of suspension type monorail bridge pier is provided
And its design method.
In order to achieve the above-mentioned object of the invention, the present invention provides following technical schemes:
A kind of suspension type monorail Pier Design method, main thought are suspension type monorail beam bodies under temperature load effect
Energy Free Transform, and (both frequency of loading action are higher, such as limit for the longitudinal Free Transform of camber beam energy under Vehicle Load
System then has an impact support durability), beam body longitudinally-moving is constrained under Braking, by longitudinally-moving support
Suspension type monorail bridge pier is connected when longitudinal force is excessive, brake force is transferred to the bridge in vehicle forward direction by " locked "
Pier meets pier displacement so that the brake force of all bridge piers is in the reasonable scopeThis comes with respect to suspension type monorail
Say excessively strict requirements.
The present invention is by connecting suspension type monorail bridge pier under Braking, so as to transmit brake force
To the bridge pier in vehicle forward direction, brake force is born simultaneously by several bridge piers, is avoided in traditional design method, only by fixing
The case where generation pier displacement is excessive when support receiving brake force, is unsatisfactory for code requirement.By under Braking to beam
Body longitudinally-moving is constrained, and suspension type monorail bridge pier is connected, and brake force can be transferred to vehicle forward direction
Bridge pier, so that the brake force of all bridge piers is in the reasonable scope, the pier displacement of all bridge piers is able to satisfy
Such benefit is: solving the stringent limitation standardized for suspension type monorail bridge pier pier displacement, ensure that i.e.
Make as used design method provided by the present invention under the limit value, work can be greatly saved without increasing bridge pier pier shaft section
Journey cost (more than every kilometer of 10,000,000 RMB of saving project cost) reduces space occupied (the occupied area reduction of bridge pier
170%), and the landscape effect of structure is improved, played the role of to the popularization of this kind of structure vital.
Preferably, the permission deflection of longitudinally-moving support is the change generated greater than beam body by temperature change at the bridge pier
The sum of shape and camber beam axial deformation, meanwhile, the permission deflection of the longitudinally-moving support is to be respectively smaller than expansion joint permission
Deflection and beam slit width degree.
Specifically, the following steps are included:
Step 1: according to conventional railway, highway, municipal administration or other kinds of rail traffic bridge simply supported beam design method,
Hold-down support is set in one end of simply supported beam, longitudinally-moving support, the work of longitudinally-moving support are set in the other end of simply supported beam
Momentum has to be larger than the displacement of longitudinal force generation, guarantees longitudinally-moving support energy Free Transform, braking under longitudinal force effect
The longitudinal forces overwhelming majority such as power is transferred to bridge pier where hold-down support, and bridge pier is because of longitudinally-moving support where longitudinally-moving support
Coefficient of friction is smaller, is only assigned to few longitudinal force, and longitudinal force often relatively is safely thought of as only fixing branch by when design
Pier is born where seat.At this point, not considering that longitudinally-moving support resists horizontal force action, together under the effect of the longitudinal forces such as brake force
When, bridge pier is controlled using Intensity Design, the bridge pier pier top vertical equity where hold-down support is calculated is displaced as Δ (at this time
Δ value is typically much deeper than)；
Step 2: the number n for needing to transmit the bridge pier of the longitudinal forces such as brake force is calculated, wherein(n is positive whole
Number), at this point, the shift value of each bridge pier pier top is
Step 3: the allowable displacement of longitudinally-moving support is adjusted are as follows:(b is to consider that structure installation misses
Difference, general value b are 5mm), and guarantee that the allowable displacement of the longitudinally-moving support is greater than beam body temperature deformation amount and camber beam
The sum of the longitudinal deformation amount generated under live loading, and the permission deflection at expansion joint and beam slit width degree are all provided with to be set to and be greater than
The allowable displacement of longitudinally-moving support.
Preferably, in the step 3, the permission deflection and beam slit width degree at expansion joint are all larger than longitudinally-moving support
Allowable displacement 10mm or more.
Preferably, in the step 3, structure installation error b is greater than or equal to 5mm.
The invention also discloses a kind of suspension type monorail bridge piers, are obtained using a kind of above-mentioned design method, are included in bridge
The hold-down support and longitudinally-moving support that pier is equipped with, wherein the allowable displacement of longitudinally-moving support isAnd
The linear deformation that the allowable displacement of longitudinally-moving support is greater than beam body temperature deformation amount and camber beam generates under live loading
The sum of amount, the permission deflection and beam slit width degree at expansion joint are all larger than the allowable displacement of longitudinally-moving support.
The advantages of bridge pier of the present invention, is reasonably set by the allowable displacement to longitudinally-moving support
Meter, under Braking, when the displacement of longitudinally-moving support is greater than its maximum allowable displacement, longitudinally-moving support is locked
Extremely, brake force is transferred to forward next bridge pier by longitudinally-moving support, so as to by multiple bridge piers jointly to brake force
It is born, so that the pier displacement of each bridge pier is all satisfied code requirement, is overcome in traditional design method, only by a certain
The case where hold-down support of a bridge pier bears brake force, and the pier displacement of bridge pier is unsatisfactory for code requirement where leading to the support.
It solves the stringent limitation standardized for suspension type monorail bridge pier pier displacement, ensure that nothing under range limit requirement
Bridge pier pier shaft section need to be increased, project cost is greatly saved, reduce the space occupied of bridge pier, and improve the scape of structure
Effect is seen, is played the role of to the popularization of this kind of structure vital.
Compared with prior art, beneficial effects of the present invention:
The present invention solves the stringent limitation standardized for suspension type monorail bridge pier pier displacement, ensure that even if in the limit
Value is lower as used design method provided by the present invention, it is (every that project cost can be greatly saved without increasing bridge pier pier shaft section
Kilometer saves 10,000,000 RMB of project cost or more), reduce the space occupied (occupied area reduces 170%) of bridge pier, with
And the landscape effect of structure is improved, play the role of to the popularization of this kind of structure vital.
Detailed description of the invention:
Fig. 1 is a kind of structural schematic diagram of suspension type monorail bridge pier of the present invention.
Fig. 2 is the schematic diagram of step 1 in design method of the present invention.
Fig. 3 is the schematic diagram of step 2 in design method of the present invention.
Marked in the figure: 1- hold-down support, 2- longitudinally-moving support, 3- simply supported beam, 4- bridge pier.
Specific embodiment
Below with reference to test example and specific embodiment, the present invention is described in further detail.But this should not be understood
It is all that this is belonged to based on the technology that the content of present invention is realized for the scope of the above subject matter of the present invention is limited to the following embodiments
The range of invention.
Embodiment 1
A kind of design method of suspension type monorail bridge pier, main design thought be by all bridge piers when longitudinal force is excessive
Connect, design when, by the permissions deflection of support be set greater than beam body because temperature load variation generation deformation and
The sum of camber beam axial deformation, meanwhile, the permission deflection of support, which should be less than expansion joint, allows deflection and beam slit width degree, guarantees
Beam body under temperature action and camber beam under Vehicle Load can longitudinal Free Transform (both frequency of loading action compared with
Height has an impact support durability if limitation), by longitudinally-moving support " locked " (longitudinally-moving under Braking
After support reaches maximum displacement, support is locked by locking device, longitudinally-moving support can transmit brake force at this time
To the bridge pier of preceding line direction), beam body longitudinally-moving is constrained, brake force is transferred to the bridge pier in vehicle forward direction,
So that the brake force of all piers is in the reasonable scope, meet pier displacementThis is with respect to mistake for suspension type monorail
In strict requirements, detailed process is as follows.
Firstly, according to conventional railway, highway, municipal administration or other kinds of rail traffic bridge simply supported beam design method, such as
Shown in Fig. 1, one end of simply supported beam 3 is hold-down support 1, and the other end is longitudinally-moving support 2.In general, suspension type monorail is used
Support, 1 displacement permissible value of hold-down support are 0mm, and longitudinally-moving support 2 allows shift value that can arbitrarily set within the scope of 40mm
It sets, tooth plate expansion joint 10~20mm of permissible deformation value, set square expansion joint permissible value is equal with beam slit width, generally takes 40mm.
Under normal circumstances, under the Braking of 15% axis weight, when by general bridge design, longitudinally-moving branch is not considered
When 2 horizontal force action of seat, No. 1 pier list pier vertical equity is displaced 123.8mm, at this point, No. 2 pier pier top track girders will squeeze,
Expansion joint is destroyed when serious, this is that design is not permitted.In fact, no matter Guo Wai pin shaft, used in domestic each test wire
Pin shaft or bridle iron, length travel amount limited respectively less than 50mm by space and branch pedestal position, occurred in No. 1 pier
The case where 123.8mm is not in.
Generally first according to flexible needed for the factors selection satisfaction deformation such as temperature movement amount and construction when conventional Bridge Design
Seam, then selects support according to pier position, and the length travel of support also should ensure that when maximum linear deformation occurs for structure as far as possible not
Dieback phenomenon occurs, therefore, for simply supported beam, one end is fixed, and the other end is exactly movable bearing support, and brake force can only pass
Be handed to where braked wheel across hold-down support where bridge pier, therefore, for general bridge design, brake force is generally considered as
Pier is born where hold-down support.
But for suspension type monorail, since pier shaft stiffness reliability designs, and since vehicular load is smaller, each
The brake force about 30KN (vehicle commander 10m) that vehicle generates, generated maximum braking force is about 90KN on a hole 30m beam, and 3 supports are flat
The brake force for each getting about 30KN is the limit that horizontal bearing capacity is the about 75KN of vertical bearing capacity 15% much smaller than susceptor design
Value, therefore suspension type monorail is can be considered completely in the excessive situation of pier shaft length travel, simply supported beam movable end support is longitudinally examined
Consider locked, brake force is transferred to one even 2 or more of direction of advance by a pier, and therefore, in design, brake force can be with
The displacement allowed by support considers to be born by several piers.
Certainly, if the horizontal force very little the case where, support horizontal force is able to satisfy in the case of the requirement of normal use, I recognizes
It is also contemplated that for conventional simply supported girder bridge the setting of the free displacement value of longitudinally-moving support is smaller, is greater than in bridge pier linear deformation and sets
Set and lock length travel after value, by brake force be transferred on two bridge piers of simply supported beam or more bridge piers on.
Specifically, the activity of longitudinally-moving support 2 has to be larger than the displacement of longitudinal force generation, guarantees longitudinal living
Dynamic support 2 energy Free Transform, longitudinal forces overwhelming majority such as brake force under longitudinal force effect are transferred to 1 place bridge pier of hold-down support
4,2 place bridge pier 4 of longitudinally-moving support is only assigned to few longitudinal force because the coefficient of friction of longitudinally-moving support 2 is smaller, if
Longitudinal force is often relatively safely thought of as 1 place bridge pier 4 of hold-down support and born by timing.At this point, in longitudinal forces such as brake force
Under effect, do not consider that longitudinally-moving support 2 resists horizontal force action, meanwhile, bridge pier 4 is controlled using Intensity Design, is calculated
The displacement of 1 place bridge pier of hold-down support, 4 pier top vertical equity is that (value is typically much deeper than Δ at this time out), not such as Fig. 2 institute.
Again willIt is rounded, you can get it needsA bridge pier 4 is longitudinal to transmit brake force etc.
Power, at this point, the shift value of each pier pier top isAs shown in Figure 3.
Finally, the allowable displacement of longitudinally-moving support 2 is adjusted to(5mm is to consider structure peace
Fill error), and guarantee the sum of the longitudinal deformation amount that the value is greater than beam body temperature deformation amount and camber beam generates under live loading,
And the permission deflection at expansion joint and beam slit width degree are all provided with and are set to greater than this value 10mm or more.
Specifically, the corresponding bridge pier maximum length travel value of 30m span beam is about 123.8mm, beam seam is 40mm, is considered not
When high with expansion joint difference pier, expansion joint and support allowable displacement are configured as following.
(1) the general 10~20mm of the allowable displacement at tooth plate expansion joint (have an impact more than after 20mm to road-ability, it is small
Temperature deformation requirement is unsatisfactory in 10mm), it is contemplated that tooth plate cannot bear horizontal force, and therefore, the allowable displacement of support should compare
Allowable displacement small 4mm in expansion joint (considers 2mm construction error), therefore, it is suggested that longitudinally-moving support allowable displacement 6~
16mm, at this point, the bridge pier number for bearing brake force is int (123.8/ (6~16))=20~7, pier displacement about 7~
18mm。
(2) allowable displacement at set square expansion joint is beam slit width degree, it is contemplated that tooth plate cannot bear horizontal force, therefore,
The allowable displacement of support should (considering 2mm construction error) 4mm smaller than expansion joint allowable displacement, therefore, it is suggested that support permit
Perhaps displacement 24mm, at this point, the bridge pier number for bearing brake force is int (123.8/30)=5, pier displacement about 25mm.
In the present embodiment, for suspension type monorail, longitudinal horizontal force based on brake force, due to vehicular load compared with
Brake force about 30KN (vehicle commander 10m) small, that each car generates, generated maximum braking force is about 90KN on a hole 30m beam, is examined
Consider longitudinally-moving support dieback, the average brake force for each getting about 30KN of 3 supports, horizontal bearing when being much smaller than susceptor design
Power is the limit value of the about 75KN of vertical bearing capacity 15%, therefore suspension type monorail is can be considered completely in the excessive feelings of pier shaft length travel
Under condition, simply supported beam movable end support longitudinally considers " locked ", and brake force is transferred to by a pier to one or even 2 of direction of advance
More than a.
Embodiment 2
A kind of suspension type monorail bridge pier, using a kind of above-mentioned design method, including the hold-down support being equipped on bridge pier
With longitudinally-moving support, wherein the allowable displacement of longitudinally-moving support isAnd the permission of longitudinally-moving support
The sum of the longitudinal deformation amount that displacement is greater than beam body temperature deformation amount and camber beam generates under live loading, the permission at expansion joint
Deflection and beam slit width degree are all larger than the allowable displacement of longitudinally-moving support.
Its advantage is that beam body under temperature load effect and camber beam under Vehicle Load can longitudinal Free Transform,
By longitudinally-moving support " locked " under Braking, beam body longitudinally-moving is constrained, before brake force is transferred to vehicle
The bridge pier of line direction meets pier displacement so that the brake force of all bridge piers is in the reasonable scopeThis is relatively outstanding
Excessively strict requirements for hanging single track.
Above embodiments are only to illustrate the present invention and not limit the technical scheme described by the invention, although this explanation
The present invention has been described in detail referring to above-mentioned each embodiment for book, but the present invention is not limited to above-mentioned specific implementation
Mode, therefore any couple of present invention modifies or equivalent replacement；And the technical side of all spirit and scope for not departing from invention
Case and its improvement, are intended to be within the scope of the claims of the invention.
Claims (6)
1. a kind of suspension type monorail Pier Design method, which is characterized in that suspension type monorail beam body temperature load effect under and
The longitudinal Free Transform of camber beam energy under Vehicle Load, constrains beam body longitudinally-moving under Braking, will
Suspension type monorail bridge pier is connected, and brake force is transferred to the bridge pier in vehicle forward direction.
2. suspension type monorail Pier Design method according to claim 1, which is characterized in that longitudinally-moving at the bridge pier
The permission deflection of support is the sum of the deformation generated greater than beam body by temperature change and camber beam axial deformation, meanwhile, it is described
The permission deflection of longitudinally-moving support is to be respectively smaller than expansion joint to allow deflection and beam slit width degree.
3. suspension type monorail Pier Design method according to claim 1 or 2, which comprises the following steps:
Step 1: being arranged hold-down support in one end of simply supported beam, and longitudinally-moving support is arranged in the other end of simply supported beam, is braking
Under the effect of the longitudinal forces such as power, do not consider that longitudinally-moving support resists horizontal force action, meanwhile, Intensity Design control is used to bridge pier
System, the bridge pier pier top vertical equity displacement where hold-down support is calculated is Δ；
Step 2: the number n for needing to transmit the bridge pier of the longitudinal forces such as brake force is calculated, whereinN is positive integer, this
When, the shift value of each bridge pier pier top isα≤1；
Step 3: the allowable displacement of longitudinally-moving support is adjusted are as follows:Wherein b is to consider structure installation error,
And guarantee what the allowable displacement of the longitudinally-moving support generated under live loading greater than beam body temperature deformation amount and camber beam
The sum of longitudinal deformation amount, and the permission deflection at expansion joint and beam slit width degree are all provided with the permission being set to greater than longitudinally-moving support
Displacement.
4. suspension type monorail Pier Design method according to claim 3, which is characterized in that in the step 3, stretch
The permission deflection and beam slit width degree of seam are all larger than the allowable displacement 10mm or more of longitudinally-moving support.
5. suspension type monorail Pier Design method according to claim 3, which is characterized in that in the step 3, structure
Installation error b is greater than or equal to 5mm.
6. a kind of suspension type monorail bridge pier, which is characterized in that obtained using a kind of design method such as claimed in claim 3 to 5
It arrives, including the hold-down support and longitudinally-moving support being equipped on bridge pier, wherein the allowable displacement of longitudinally-moving support isAnd the allowable displacement of longitudinally-moving support is greater than beam body temperature deformation amount and camber beam produces under live loading
The sum of raw longitudinal deformation amount, the permission deflection and beam slit width degree at expansion joint, which is all larger than longitudinally-moving support, to be allowed to be displaced
Amount.
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| CN109763419A (en) * | 2019-03-01 | 2019-05-17 | 中铁二院工程集团有限责任公司 | A kind of connection structure of novel suspension type monorail bridge pier and track girder |
| CN109990755A (en) * | 2019-04-02 | 2019-07-09 | 石家庄铁道大学 | Vehicle-curved bridge coupled system dynamic experiment device and method |
| CN113536527A (en) * | 2021-05-10 | 2021-10-22 | 中国铁路设计集团有限公司 | Algorithm considering influence of live load of multi-line travelling crane on external force of pier section |
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