CN111539056A - Method for judging vertical horizontal line stiffness of pier top of upper pier of arch of upper-supported railway steel truss arch bridge - Google Patents
Method for judging vertical horizontal line stiffness of pier top of upper pier of arch of upper-supported railway steel truss arch bridge Download PDFInfo
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Abstract
The invention discloses a method for evaluating the rigidity of the pier top longitudinal horizontal line on the arch of a top-supported railway steel truss arch bridge, which comprises the steps of considering the influence of a steel truss arch ring and an arch top beam on the arch top pier in addition to the self influence of the arch top pier when analyzing the rigidity of the pier top longitudinal horizontal line, establishing a full-bridge finite element model for the steel truss arch bridge, comprehensively considering the longitudinal rigidity of the steel truss arch ring, the arch top pier and the arch top beam, and the influence of the structural size on the rigidity of the arch top pier longitudinal horizontal line, and comparing with the prior art, only simulating and calculating the rigidity aiming at a single pier, and finally determining by matching beam-rail analysis, wherein the method has reasonable analysis, can simplify the calculation process, does not need to analyze the stress condition of seamless steel rails under the longitudinal force action such as braking force and the like, can comprehensively reflect the longitudinal rigidity condition of the whole structure, has real and reliable rigidity, and does not need to increase the structural size blindly, is beneficial to avoiding additional cost increase.
Description
Technical Field
The invention relates to the technical field of bridge engineering, in particular to a method for judging the rigidity of a longitudinal horizontal line at the top of an upper pier of an arch of a deck type steel truss arch bridge.
Background
China railway adopts a trans-regional seamless line, and in order to ensure the stability and the safety of the bridge seamless line, the additional stress of a steel rail generated by temperature change, train braking (starting) and the like must be detected; meanwhile, in order to ensure the stress safety of the bridge structure, the longitudinal braking additional force of the corresponding abutment top is also required to be detected and calculated. A large number of experimental research results show that: under the braking action of a train, the longitudinal braking additional force and distribution of the bridge abutment top are mainly determined by the matching relationship between the longitudinal horizontal line stiffness of the abutment top and the stiffness of the adjacent abutment top except the influence of parameters such as wheel-rail adhesion coefficient, line resistance and the like; if the rigidity of the longitudinal horizontal line of the pier top is smaller, the braking force borne by the bridge is smaller, but the additional stress of the steel rail is larger; although the increase of the rigidity of the longitudinal horizontal line of the abutment top can reduce the additional stress of the steel rail, the additional braking force of the abutment top is increased. Therefore, the reasonable longitudinal linear stiffness of the abutment top is one of the key parameters for bridge and on-bridge line design.
With the rapid development of railway construction in southwest mountain areas, the span of a deck type railway steel truss arch bridge in high mountain and canyon areas is larger and larger, the maximum span reaches 490m at present, the rigidity of the bridge is smaller and the pier on the arch is softer along with the increase of the span, and how to determine the longitudinal rigidity is more critical. The existing design specifications have relevant regulations on the limit value of the rigidity of the longitudinal horizontal line at the top of the pier of a conventional bridge (a simply supported beam, a continuous steel structure, a tied arch bridge and the like), but for a large-span (the span is more than or equal to 100m) through a top-supported railway steel truss arch bridge, for example, the 490m through-supported railway steel truss arch bridge, the limit value of the rigidity of the longitudinal horizontal line at the top of the pier is 596kN/cm according to the existing specifications, if the existing simulation method is adopted for each arch top pier for simulation, the lowest rigidity of the longitudinal horizontal line is 7kN/cm, which is lower than the specification index requirement, if the index requirement is met, the structural size of an arch ring or the arch top pier needs to be increased, the structural size is increased according to the limit value of the rigidity of the longitudinal horizontal line, the construction cost of the project can be increased by more than 30%, the node structure at the connection part of the arch top piers and the, even the choice of bridge type is greatly limited.
Disclosure of Invention
The invention aims to overcome the defects that a reasonable evaluation method for the rigidity of the pier top longitudinal horizontal line of a large-span upper-bearing railway steel truss arch bridge is lacked in the prior art, and provides a method for evaluating the rigidity of the pier top longitudinal horizontal line of an upper pier of an upper-bearing railway steel truss arch bridge.
In order to achieve the above purpose, the invention provides the following technical scheme:
the method for evaluating the rigidity of the longitudinal horizontal line of the pier top of the upper pier of the arch bridge of the upper bearing type steel truss arch bridge comprises the following steps:
a. according to design parameters of the steel truss arch bridge, considering constraint relations among the arch-shaped piers, the arch-shaped beams and the steel truss arch rings, taking the arch-shaped piers, the arch-shaped beams and the steel truss arch rings as a whole, and establishing a full-bridge finite element model for the steel truss arch bridge;
b. independently applying a longitudinal horizontal force F to each pier top of the arched piers to obtain pier top longitudinal horizontal displacement of the arched piers under the corresponding longitudinal horizontal force;
c. according to the formula ZXRespectively calculating the vertical horizontal line of the pier top of each arch pier as F%Rigidity ZX；
d. If Z isX≥[ZX]The rigidity of the pier top longitudinal horizontal line of the pier on the arch meets the design specification requirement, wherein [ Z ]X]Representing the limit value of the rigidity of the pier top longitudinal horizontal line of the arch upper pier, if ZX<[ZX]And optimally designing at least one of the arch pier, the arch girder and the steel truss arch ring, and then repeating the steps a-c until the design specification requirement is met.
By adopting the method for judging the rigidity of the pier top longitudinal horizontal line on the arch of the upper-bearing type railway steel truss arch bridge, because the pier on the arch acts on the steel truss arch ring and is connected with the upper arch girder, the influence of the steel truss arch ring and the upper arch girder on the pier on the arch is also considered when the rigidity of the pier top longitudinal horizontal line is calculated, a full-bridge finite element model is established for the steel truss arch bridge, and the influences of the longitudinal rigidity of the steel truss arch ring, the upper arch pier and the upper arch girder and the structural size on the rigidity of the pier top longitudinal horizontal line on the arch are comprehensively considered, compared with the prior art that the rigidity is simulated and calculated only aiming at a single pier, the method has more reasonable analysis and calculation, can simplify the analysis process, does not need to perform beam-rail analysis to calculate the stress condition of seamless steel rails under the action of longitudinal force such as braking force and the like, can comprehensively reflect the whole longitudinal rigidity condition of the structure, the calculation is real and reliable, the structure size does not need to be increased blindly, and the extra cost increase is avoided.
Preferably, [ Z ]X]The calculation is performed according to a design specification by linear interpolation.
Preferably, in step c, the optimization design includes at least one of increasing the cross-sectional size of the pier, increasing the cross-sectional height of the girder, increasing the truss spacing of the steel truss arch rings, the truss width truss height or the cross-sectional size, adjusting the constraint relationship among the pier, the girder and the steel truss arch rings, or adjusting the split form of the girder.
Preferably, the arch pier top longitudinal horizontal displacement min1，2And (c) the step of (c) in which,1representing the heading main span of the archThe absolute value of the vertical horizontal displacement of the pier top under the application of the vertical horizontal force F in the middle direction,2and the absolute value of the vertical horizontal displacement of the pier top under the condition that the pier on the arch applies the vertical horizontal force F to the approach direction is represented.
Preferably, the design parameters include the volume weight γ, poisson ratio ν, elastic modulus E, length L, area a, and section moment of inertia I of each of the arch-over pier, the arch-over beam, and the steel truss arch ring.
Preferably, the constraint relationship comprises a boundary condition at the bottom of the arch springing of the steel truss arch ring, a connection relationship between the arch-up pier and the support of the arch-up beam, and a connection relationship between the boundary pier and the support of the arch-up beam.
Further preferably, the connection relationship between the arch-shaped piers and the arch-shaped beam is adjusted according to the height of the arch-shaped piers.
In summary, due to the adoption of the technical scheme, the invention has the beneficial effects that:
1. by adopting the method, when the rigidity of the pier top longitudinal horizontal line is analyzed, besides the self influence of the pier on the arch, the influence of the steel truss arch ring and the beam on the arch on the pier on the arch is also considered, a full-bridge finite element model is established for the steel truss arch bridge, the influences of the longitudinal rigidity of the steel truss arch ring, the beam on the arch and the influence of the structural size on the rigidity of the pier top longitudinal horizontal line on the arch are comprehensively considered, and compared with the prior art that the rigidity is only simulated and calculated for a single pier and the final determination is carried out by matching with beam-rail analysis, the method is reasonable in analysis, can simplify the calculation process, does not need to analyze the stress condition of a seamless steel rail under the longitudinal force action of braking force and the like, can comprehensively reflect the whole longitudinal rigidity condition of the structure, is real and reliable in rigidity, does not need to increase the structural.
Drawings
Fig. 1 is a schematic structural diagram of a deck railway steel truss arch bridge according to the invention.
The labels in the figure are: 1-arch pier, 2-arch beam, 3-steel truss arch ring and 4-junction pier.
Detailed Description
The present invention will be described in further detail with reference to test examples and specific embodiments. It should be understood that the scope of the above-described subject matter is not limited to the following examples, and any techniques implemented based on the disclosure of the present invention are within the scope of the present invention.
Examples
For example, in a deck railway steel truss arch bridge with a main span of 490m, as shown in fig. 1, the steel truss arch ring has a height of 109.5m in 3-fold, a rise-to-span ratio of 1/4.475, four trusses are adopted in the cross section, 13 arch-shaped piers 1 are symmetrically arranged, the arch-shaped piers 1 adopt gate-type steel piers, the arch-shaped girders 2 adopt steel box girders, the boundary piers 4 adopt gate-type rigid frame pier structures, the arch-shaped girders 2 have a span of 14 × 37.2m, and the railway comprises four lines, namely two-line positive lines, two-line to-origin lines.
According to the design requirements of the existing railway bridge and culvert design specifications, the limit values of the longitudinal horizontal line rigidity of the pier tops of conventional bridges (simple supported beams, continuous steel structures, tied arch bridges and the like) are as shown in the following table 1, and the limit value of the minimum horizontal line rigidity of the double-line pier in the effective length range from an overhead station to a departure line is taken as 2 times of the limit value of the minimum horizontal line rigidity of the single-line pier in the table.
TABLE 1 pier top longitudinal horizontal line stiffness limit
According to the practical situation of the project, the pier top longitudinal horizontal line rigidity is considered according to double lines, 7 longitudinal horizontal line rigidities of the arch piers 1 (numbered from a boundary pier to a midspan according to 1-7) need to be calculated, and according to the single span 37.2m of the arch top beam 2, the limit value [ Z ] of the pier top longitudinal horizontal line rigidity of the arch top piers 1 is obtained by adopting a line interpolation method in combination with the value of 2 times of the minimum horizontal line rigidity limit value of a single line in the table 1X]Is 596 kN/cm.
Step a: according to design parameters of the steel truss arch bridge, wherein the design parameters comprise the volume weight gamma, the Poisson ratio v, the elastic modulus E, the length L, the area A and the section inertia moment I of the pier 1 on the arch; the method comprises the steps that the volume weight gamma, Poisson ratio v, elastic modulus E, length L, area A and section inertia moment I of the arched girder 2, the volume weight gamma, Poisson ratio v, elastic modulus E, length L, area A and section inertia moment I of the steel truss arch ring 3 are taken as a whole, constraint relations among the arched girders 1, the arched girders 2 and the steel truss arch ring 3 are considered, a full-bridge finite element model is established for the steel truss arch bridge, and the constraint relations comprise boundary conditions at the bottom of the arch feet of the steel truss arch ring 3, the connection relation between the arched girders 1 and the steel truss arch ring 3, the support connection relation between the arched girders 1 and the arched girder 2, and the support connection relation between a boundary pier 4 and the arched girders 2; if the arched pier 1 is fixedly connected with the steel truss arch ring 3, the arched pier 1 is connected with a fixed or longitudinal fixed support or a longitudinal movable support of an arched girder 2, and the boundary pier 4 is connected with a fixed or longitudinal movable support of the arched girder 2;
step b: independently applying a longitudinal horizontal force F to the top of each arch-shaped pier 1 to obtain the vertical horizontal displacement of the top of each arch-shaped pier 1 under the corresponding longitudinal horizontal force, wherein the vertical horizontal displacement of the top of each arch-shaped pier 1 is min1，2And (c) the step of (c) in which,1represents the absolute value of the pier top longitudinal horizontal displacement under the condition that the pier 1 on the arch exerts the longitudinal horizontal force F to the main span-midspan direction,2representing the absolute value of the pier top longitudinal horizontal displacement under the condition that the pier 1 on the arch applies longitudinal horizontal force F to the approach direction;
step c: according to the formula ZXF/calculation of vertical horizontal line stiffness Z of top of arch pier 1XThe calculation results are shown in the following table 2.
Table 21-7 arch top pier top longitudinal horizontal line rigidity
Step d: as the vertical horizontal line rigidity of No. 1-7 arch upper pier 1 pier top is all larger than [ Z ]X]Therefore, the rigidity of the pier top longitudinal horizontal line of the arch upper pier 1 meets the design specification requirement, and the structure size does not need to be adjusted;
calculation is carried out by combining beam-rail effect analysis, and the requirement that the design structure size of the method can meet various indexes such as the seamless track strength, stability and the like specified in railway seamless track design specifications of China can be verified.
The rigidity of the pier top longitudinal horizontal line of any one of the piers 1 on the arch as described in No. 1-7 is less than [ ZX]And optimally designing at least one of the arched piers 1, the arched girders 2 and the steel truss arches 3, including at least one of increasing the sectional size of the arched piers 1, increasing the sectional height of the arched girders 2, increasing the truss spacing of the steel truss arches 3, the truss width truss height or the sectional size, adjusting the constraint relationship among the arched piers 1, the arched girders 2 and the steel truss arches 3 or adjusting the split connection form of the arched girders 2. If the connection relation of the arched piers 1 and the arched girders 2 can be adjusted according to the height of the arched piers 1, when the arched piers 1 are shorter, such as less than 15m, fixed supports or longitudinal movable supports are adopted for connection, and when the arched piers 1 are higher, such as more than 15m, fixed supports or longitudinal fixed supports are adopted for connection, or the division connection mode of the arched girders 2 is changed from multiple connection into one connection. To reduce the impact on the arch bridge structure, it is preferable to increase the sectional size of the arch pier 1 or increase the sectional height of the arch runner 2, and then repeat the steps a-c until the design specification requirements are satisfied.
According to the method, when the rigidity of the pier top longitudinal horizontal line is analyzed, besides the self influence of the pier 1 on the arch, the influence of the steel truss arch ring 3 and the arch top beam 2 on the pier 1 on the arch is also considered, the influence of the longitudinal rigidity and the structural size of the steel truss arch ring 3, the pier 1 on the arch and the arch top beam 2 on the rigidity of the pier top longitudinal horizontal line of the pier 1 is comprehensively considered by establishing a full-bridge finite element model for the steel truss arch bridge, and the influence of the longitudinal rigidity and the structural size of the steel truss arch ring 3, the pier 1 on the arch on the pier top beam 2 on the rigidity of the pier top longitudinal horizontal line is comprehensively considered.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (7)
1. A method for evaluating the rigidity of a longitudinal horizontal line at the top of an upper pier of an arch of a deck type steel truss arch bridge is characterized by comprising the following steps:
a. according to design parameters of the steel truss arch bridge, considering the constraint relation among the arch-shaped pier (1), the arch-shaped girder (2) and the steel truss arch ring (3), taking the arch-shaped pier (1), the arch-shaped girder (2) and the steel truss arch ring (3) as a whole, and establishing a full-bridge finite element model for the steel truss arch bridge;
b. independently applying a longitudinal horizontal force F to the pier top of each arch-shaped pier (1) to obtain the pier top longitudinal horizontal displacement of the arch-shaped pier (1) under the corresponding longitudinal horizontal force;
c. according to the formula ZXRespectively calculating the vertical horizontal line stiffness Z of the pier top of each arch pier (1) as F%X；
d. If Z isX≥[ZX]The rigidity of the pier top longitudinal horizontal line of the arch upper pier (1) meets the design specification requirement, wherein [ Z [ -Z ]X]Representing the limit value of the rigidity of the pier top longitudinal horizontal line of the arch upper pier (1), if ZX<[ZX]And optimally designing at least one of the arch-over piers (1), the arch-over girders (2) and the steel truss arch rings (3), and then repeating the steps a-c until the requirements of design specifications are met.
2. The evaluation method according to claim 1, wherein [ Z ]X]The calculation is performed according to a design specification by linear interpolation.
3. The method of claim 1, wherein in step c, the optimization design comprises at least one of increasing a cross-sectional dimension of the pier (1), increasing a cross-sectional height of the girder (2), increasing a truss pitch of the steel truss arch ring (3), a truss width truss height or cross-sectional dimension, adjusting a constraint relationship among the pier (1), the girder (2) and the steel truss arch ring (3), or adjusting a split form of the girder (2).
4. Method for evaluating according to claim 1, characterized in that the pier top longitudinal horizontal displacement of the arch pier (1) is min1，2And (c) the step of (c) in which,1represents the absolute value of the pier top longitudinal horizontal displacement under the condition that the pier (1) on the arch applies longitudinal horizontal force F to the main span midspan direction,2representing the absolute value of the pier top longitudinal horizontal displacement under the condition that the pier (1) on the arch applies longitudinal horizontal force F to the approach direction.
5. The evaluation method according to any one of claims 1 to 3, wherein the design parameters include the volume weight γ, Poisson's ratio ν, modulus of elasticity E, length L, area A, and section moment of inertia I of each of the arch pier (1), the arch girder (2), and the steel truss arch ring (3).
6. The evaluation method according to any one of claims 1 to 3, wherein the constraint relationship comprises a boundary condition of the bottom of the arch springing of the steel truss arch ring (3), a connection relationship of the pier (1) and the steel truss arch ring (3), a support connection relationship of the pier (1) and the beam (2), and a support connection relationship of the abutment pier (4) and the beam (2).
7. The evaluation method according to claim 6, wherein the connection relationship of the arch-over piers (1) and the arch-over girders (2) is adjusted according to the height of the arch-over piers (1).
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