CN112709153B - Method for adjusting bridge deck line shape of high-speed rail large-span deck type arch bridge in operation period - Google Patents
Method for adjusting bridge deck line shape of high-speed rail large-span deck type arch bridge in operation period Download PDFInfo
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Abstract
The invention provides a method for adjusting the bridge deck linearity of a high-speed rail large-span through-put arch bridge in the operation period, which is used for solving the problems of driving safety and comfort in the operation period of the large-speed rail large-span arch bridge by establishing the relationship between the structural deformation of the high-speed rail large-span arch bridge in the operation period and the driving safety and comfort; the method fully considers the problem of multipoint coupling effect caused by a plurality of arch bridge members, provides the support height adjustment amount and the height adjustment procedure during the operation period of the high-speed rail large-span arch bridge from the structural safety perspective, ensures the structural stress safety in the height adjustment process, solves the problem that no specific height adjustment scheme exists during the operation period of the large-span through arch bridge, and has great popularization significance and application prospect.
Description
Technical Field
The invention belongs to the technical field of railway bridge operation and maintenance, and particularly relates to a method for adjusting the line shape of a bridge floor during the operation period of a high-speed rail large-span deck type arch bridge.
Background
The smoothness of the track is an important guarantee for the safety and the comfort of the high-speed railway. The concrete arch bridge gradually becomes a mainstream structural form of a railway long-span bridge (the span is more than 100m) due to the large span capacity, high transverse and vertical rigidity and good environmental adaptability. A plurality of long-span railway arch bridges such as a Hukunke special north China Pangjiang grand bridge (main span 445m), a Yugui railway south China Pangjiang grand bridge (main span 416m) and a Yugui railway night Lang grand bridge (main span 370m) are successively built in the southwest area. However, due to the stress characteristics of the arch structure and the material characteristics of concrete, creep and downwarp deformation inevitably occur in the later operation process, and the linear shape of the bridge deck track is directly influenced, so that the driving safety and the comfort are influenced. Therefore, in order to ensure the later driving safety and comfort, the heightening support is often adopted to deal with the influence of future bridge floor downwarping for the long-span railway arch bridge.
At present, height-adjustable supports are popularized and used on bridges in some special areas due to foundation settlement and the like. The railway bridge adopting the heightening support is mostly a small-span simply-supported beam and a continuous beam, has simple structure and definite force transfer, and basically does not influence the stress of the bridge due to foundation settlement and only influences the driving safety and the riding comfort. Therefore, when a certain pier is settled, the bridge deck linear adjustment can be realized by filling injection liquid or adding a base plate in the pier top support seat according to the standard limit value standard so as to realize the lifting of the support seat. Because the jacking and height adjustment cannot influence the stress safety of the structure, the beam supports with settlement deformation can be jacked in place one by one, and the linear adjustment procedure is relatively easy to realize.
However, for the deck type large-span arch bridge, the number of arch structural components is large, certain restriction influence relationship exists among the components, and the later-stage vertical deformation of the large-span structure is far larger than that of the small-span structure. Due to the lack of mature experience and specification as a basis, for example, a certain support is directly lifted and heightened to the original design line shape, and related components such as an arched girder (pier), a track structure and an arch ring thereof can be damaged due to excessive local stress, thereby threatening the safety of the whole structure.
Disclosure of Invention
The invention aims to solve the defects that the prior art lacks research on the adjustment amount, the adjustment time and the adjustment process of the linear adjustment of a deck type arch bridge and is difficult to effectively perform the linear adjustment of the deck type large-span arch bridge, and provides a method for adjusting the linear shape of the bridge deck during the operation period of the high-speed rail large-span deck type arch bridge.
In order to achieve the above purpose, the invention provides the following technical scheme:
a method for adjusting the bridge deck linearity of a high-speed rail large-span deck type arch bridge in the operation period comprises the following steps:
a. determining the maximum allowable adjusting amount of each support;
b. obtaining the deformed integral line shape of the bridge deck through the settlement deformation of each measuring point of the bridge deck, and calculating the vector distance between the center point of the base line and the deformed integral line shape of the bridge deck according to the preset length of the base line along the longitudinal bridge direction;
c. if the vector distance exceeds the vector distance limit value, all the supports are heightened; during height adjustment, if the measured deformation amount at the support is larger than the maximum allowable height adjustment amount of the support, the height is adjusted according to the maximum allowable height adjustment amount, and if the measured deformation amount at the support is smaller than the maximum allowable height adjustment amount of the support, the height is adjusted according to the measured deformation amount; and after the height adjustment of all the supports is finished, calculating the residual deformation value of each support, if the residual deformation value is larger than the maximum allowable height adjustment amount of the support, increasing according to the maximum allowable height adjustment amount, if the residual deformation value is smaller than the maximum allowable height adjustment amount of the support, increasing according to the residual deformation value until the residual deformation values of all the supports are 0, and finishing the adjustment of the bridge deck linearity.
Preferably, in step a, the allowable height adjustment amount of each support under each target is calculated successively by using a multi-target analysis method, and the maximum allowable height adjustment amount of the corresponding support is determined according to the minimum height adjustment amount of each support under each target.
Further preferably, step a comprises the steps of:
a1, establishing a finite element model for the arch bridge to be adjusted;
a2, for each support, respectively taking the stress of the arched girder, the arched pier, the arch ring, the rail and the fastener as the target, and calculating the allowable adjustment amount of each support under the target;
a3, and taking the minimum value of the allowable adjusting quantity corresponding to the stress of the arched girder, the arched pier, the arch ring, the track and the fastener as the maximum allowable adjusting quantity of the corresponding support seat when the stress of the arched girder, the arched pier, the arch ring and the track and the fastener does not exceed the corresponding allowable adjusting quantity.
Further preferably, if the arched girder, arched pier or arched ring is a concrete member, whether the tensile stress or the compressive stress exceeds the corresponding allowable stress [ sigma ] is judged according to the strength grade of the concrete and the property of the member (whether the tensile stress is allowed to appear), and whether the crack meets the requirement of an allowable value; and if the arched girder, the arched pier or the arched ring is a steel member, checking and calculating the strength and the stability according to the grade of steel, and judging whether the stress meets the requirement of the corresponding allowable stress [ sigma ].
Preferably, step b comprises the steps of:
b1, obtaining the settlement deformation of each measuring point of the bridge deck, and performing high-order fitting on the settlement deformation of each measuring point to obtain the overall line shape of the deformed bridge deck;
b2, calculating the linear vector distance between the baseline midpoint and the deformed bridge deck along the longitudinal bridge direction according to the preset baseline length.
Preferably, if the vector distance is smaller than or equal to the standard value or the design limit value, the monitoring is continued to be carried out on each measuring point.
Preferably, in step c, the supports are heightened one by one from the middle to both sides of the span.
Compared with the prior art, the invention has the beneficial effects that: the invention provides a real-time judgment method for regulating the bridge deck linearity of a high-speed railway large-span arch bridge based on monitoring data from the aspect that the bridge deck irregularity influences the driving safety and comfort of a high-speed railway, realizes the prediction of the integral bridge deck linearity by adopting a multipoint fitting technology, realizes the association between the bridge deck linearity and the driving safety and comfort by combining a vector distance measurement technology, solves the problem that the bridge deck linearity cannot be judged in real time to influence the driving safety and the comfort, and effectively ensures the driving safety and the comfort of the large-span arch bridge in the operation period; the method fully considers the problem of multipoint coupling effect caused by a plurality of arch bridge members, provides a specific linear heightening procedure of the bridge deck in the operation period of the high-speed rail large-span arch bridge from the stress safety of each part, determines the allowable heightening amount of the support at the settlement point of each arch upper pier, solves the problem that no specific heightening scheme exists in the operation period of the large-span upper bearing type arch bridge, ensures the stress safety of the structure in the heightening process, and has great popularization significance and application prospect.
Drawings
FIG. 1 is a flow chart of a method for adjusting the bridge deck alignment of a high-speed rail long-span deck type arch bridge in the operating period according to the invention;
FIG. 2 is a view showing the arrangement of the measuring points of the bridge in example 1;
FIG. 3 is a stress diagram of the arched girder when the No. 9 support in example 1 is adjusted to be high by 2cm and 3 cm;
FIG. 4 is a line graph of the fitted bridge deck ensemble in example 1;
FIG. 5 is a schematic view of calculation of the vector distance in example 1;
FIG. 6 is the vector distance for the case of using a 40m base line along the longitudinal bridging direction in example 1.
Detailed Description
The present invention will be described in further detail with reference to examples and 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.
Example 1
For example, the Zhengwan high-speed rail Meixi river grand bridge has the total length of 687.80m and the designed speed per hour of 350 km/h. The main bridge adopts a 1-340m through reinforced concrete arch bridge with a rise height of 74m, and the approach bridge and the arch hole span are arranged as follows: 2-65m T structure + (30.40+2-29.60+29.60) m prestressed concrete continuous beam + (4-29.60) m prestressed concrete continuous beam + (29.60+2-29.60+30.40) m prestressed concrete continuous beam + (44+72+44) m prestressed concrete continuous beam. The arched main beam adopts a prestressed concrete continuous beam structure with 12 holes in three joints, each 4-hole continuous beam adopts C50 concrete, the arched upright posts are C40 concrete portal rigid frame piers, and the arch rings adopt C55 reinforced concrete.
The bridge is constructed by a stiff skeleton method, the process is complicated, and the structural system is converted for many times. Along with the pouring of the outer concrete in the ring-divided and segmented manner, the rigidity and the strength of the structure with the same section are gradually formed, so that the later shrinkage creep deformation of the bridge becomes very complicated. In addition, the structure adopts a double-rib basket arch bridge, and the uncertain deformation of the two arch ribs can be caused by the unique terrain condition and the uneven sunshine temperature difference in the mountainous area. These directly affect the bridge deck track linearity and thus the train ride safety and comfort.
In order to ensure the driving safety and comfort and provide scientific basis for maintenance management decisions (such as determining the optimal time of linear adjustment and the adjustment amount of a track) in the future, a bridge deck linear monitoring system is arranged on the bridge, measuring points are arranged on an arch top beam corresponding to an arch top pier, the arrangement positions of the measuring points are shown in figure 2, the arch top beam support adopts a support with adjustable height and is arranged between the measuring points 3-15, and the numbers of the supports corresponding to the measuring points follow the numbers of the measuring points.
As shown in fig. 1, a method for adjusting the bridge deck linearity of a high-speed rail large-span deck type arch bridge in the operating period comprises the following steps:
a. determining the maximum allowable adjusting amount of each support;
b. obtaining the deformed integral line shape of the bridge deck through the settlement deformation of each measuring point of the bridge deck, and calculating the vector distance between the center point of the base line and the deformed integral line shape of the bridge deck according to the preset length of the base line along the longitudinal bridge direction;
c. if the vector distance exceeds the vector distance limit value, all the supports are heightened; during height adjustment, if the measured deformation amount at the support is larger than the maximum allowable height adjustment amount of the support, the height is adjusted according to the maximum allowable height adjustment amount, and if the measured deformation amount at the support is smaller than the maximum allowable height adjustment amount of the support, the height is adjusted according to the measured deformation amount; and after the height adjustment of all the supports is finished, calculating the residual deformation value of each support, if the residual deformation value is larger than the maximum allowable height adjustment amount of the support, increasing according to the maximum allowable height adjustment amount, if the residual deformation value is smaller than the maximum allowable height adjustment amount of the support, increasing according to the residual deformation value until the residual deformation values of all the supports are 0, and finishing the adjustment of the bridge deck linearity.
Specifically, the step a is used for determining the adjustment amount, and comprises the following steps:
a1, establishing a finite element model for the arch bridge to be adjusted;
a2, for each support, respectively taking the stress of the arched girder, the arched pier, the arch ring, the rail and the fastener as the target, and calculating the allowable adjustment amount of each support under the target;
a3, and taking the minimum value of the allowable adjusting quantity corresponding to the stress of the arched girder, the arched pier, the arch ring, the track and the fastener as the maximum allowable adjusting quantity of the corresponding support seat when the stress of the arched girder, the arched pier, the arch ring and the track and the fastener does not exceed the corresponding allowable adjusting quantity.
Taking the second arch-shaped beam 9# support as an example, the maximum allowable adjustment amount of the 9# support under each target is calculated by respectively taking the stress of the arch-shaped beam, the arch-shaped pier, the arch ring, the track and the fastener as targets. In the embodiment, the arched upper beam is a C50 prestressed concrete member, and according to the design that tensile stress is not allowed to occur, the maximum compressive stress is judged to be not more than 16.75MPa, and the maximum tensile stress is judged to be not more than 0 MPa; the arch pier is a C40 reinforced concrete member, and the judgment condition is that the compressive stress should not exceed 13.5MPa, and the crack does not exceed 0.2 mm; the arch ring is a C55 reinforced concrete member, and the judgment condition is that the compressive stress should not exceed 18.5MPa, and the crack does not exceed 0.2 mm; the steel rail is judged under the condition that the maximum stress does not exceed 363MPa, and the fastener is judged under the condition that the maximum stress does not exceed 10 kN. Analysis shows that the force of the arched girder is most unfavorable for the height adjustment of the support in all force targets. As shown in fig. 3, the stress diagrams of the arched girder are shown when the height of the No. 9 support is adjusted to be 2cm and when the height of the No. 9 support is adjusted to be 3cm, when the height of the No. 9 support is 2cm, the whole section of the arched girder is pressed, and the pressed stress does not exceed the allowable stress; when the adjusting amount is 3cm, the tensile stress of the arch-upper beam concrete exceeds the allowable stress requirement (the tensile stress of the prestressed concrete does not occur), and the stress of the arch-upper pier, the arch ring and the track does not exceed the corresponding allowable stress value, so that the allowable adjusting amount of the No. 9 support is 2 cm. In the same way, the height-adjusting control targets and the allowable height-adjusting amount of other supports can be obtained. For example, the allowable adjustment amount of the 9# support is the minimum of the allowable adjustment amounts of all the supports, and all the supports are adjusted to be high according to the target.
Step b is used for determining the timing of the heightening, and comprises the following steps:
b1, obtaining the settlement deformation of each measuring point of the bridge deck, and performing high-order fitting on the settlement deformation of each measuring point to obtain the overall line shape of the deformed bridge deck;
b2, calculating the linear vector distance between the baseline midpoint and the deformed bridge deck along the longitudinal bridge direction according to the preset baseline length.
And (3) acquiring settlement deformation of the measuring points at the positions of the bridge deck corresponding to the piers on the arches by using a bridge deck deformation monitoring system, and performing manual measurement, wherein points in a graph in FIG. 4 are deformation values of the bridge deck at the measuring points after the arch bridge is cooled to 16 ℃ and the arch rings are shrunk and slowly changed.
And performing four times of parabolic fitting on the deformation at the measuring points to obtain the integral line shape of the bridge deck, as shown in figure 4. The length of the base line can be determined according to the specification, and the main bridge of the bridge is a high-speed rail large-span arch bridge with the speed per hour of 350km/h, so that the specification does not definitely specify the length of the base line and the vector distance limit value. According to the research, the length L of the base line in the main bridge range is 40m, the vector distance limit value is 3.5mm, and the vector distance calculation method is shown in figure 5. In the embodiment, the length of the base line along the longitudinal bridge direction is 40m, the step length is 1m, and the vector distance between the midpoint of the base line and the deformed bridge deck is calculated in a moving mode.
Step c is used for proposing a heightening procedure, and comprises the following steps:
as shown in FIG. 6, since the maximum vector distance has reached 5.7mm, exceeding the limit of 3.5mm, the adjustment is required. And judging whether the actual measurement deformation at each support is larger than the maximum allowable adjustment amount, if so, gradually increasing the supports from the midspan to two sides one by one, increasing the supports according to the maximum deformation amount of each support every time, and if not, increasing the supports according to the actual measurement deformation for multiple times of circulation until all the supports are increased.
For example, the measured deformation amount of the rest supports is larger than the maximum allowable adjustment amount except that the measured deformation (-1.8cm) of the 3# support and the 15# support is smaller than the maximum allowable adjustment amount of the support by 2 cm. In the example of a second arch upper beam 9# support, the deformation of the support reaches 14cm, is 2cm larger than the maximum allowable increase amount, and cannot be directly increased according to the actual occurrence amount; the supports need to be heightened one by one from the midspan to two sides according to the maximum allowable height-adjusting amount of 2 cm.
And (3) first circulation: except that the height adjustment amount of the 3# support and the 15# support is an actually measured deformation value (1.8cm), the height adjustment amount of the rest supports is 2cm, and the height adjustment sequence is 9# - >8# -, 10# - >7# and 11# - >6# (12# -) - >5# (13# -) - >4# (14# -) - >3# (15# -). Wherein 8# and 10#, 7# and 11# need to be heightened simultaneously.
And calculating the residual deformation value of each support, such as less than 2cm, and increasing according to the residual deformation value, such as more than 2cm and increasing according to 2 cm.
And (3) second circulation: if the height adjustment amount of the 4# support and the 14# support is adjusted to be high according to the residual deformation value of 0.3cm, the height adjustment amount of the rest supports is still 2cm, and the height adjustment sequence is 9# - >8# -, 10# - >7# and 11# - >6# (12#) - >5# (13# -) - >4# (14# -). Wherein 8# and 10#, 7# and 11# are simultaneously heightened for the support.
And then calculating the residual deformation value again, determining the height adjustment amount according to the requirement, performing height adjustment according to the height adjustment sequence, and completing the adjustment of the bridge deck linearity after multiple cycles until the residual deformation values at all the supports are 0.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and the present invention shall be covered thereby. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (3)
1. A method for adjusting the bridge deck linearity of a high-speed rail large-span deck type arch bridge in the operation period is characterized by comprising the following steps:
a. determining the maximum allowable height adjustment amount of each support, calculating the allowable height adjustment amount of each support under each target successively by adopting a multi-target analysis method, and determining the maximum allowable height adjustment amount of the corresponding support according to the minimum height adjustment amount of each target of the support, wherein the method comprises the following steps:
a1, establishing a finite element model for the arch bridge to be adjusted;
a2, for each support, respectively taking the stress of the arched girder, the arched pier, the arch ring, the rail and the fastener as the target, and calculating the allowable adjustment amount of each support under the target;
a3, taking the minimum value of the allowable adjusting quantity corresponding to the stress of the arched girder, the arched pier, the arch ring, the track and the fastener as the maximum allowable adjusting quantity of the corresponding support;
b. obtaining the deformed integral line shape of the bridge deck through the settlement deformation of each measuring point of the bridge deck, and calculating the vector distance between the center point of the base line and the deformed integral line shape of the bridge deck according to the preset length of the base line along the longitudinal bridge direction;
c. if the vector distance exceeds the vector distance limit value, all the supports are heightened from the midspan to the two sides one by one; during height adjustment, if the measured deformation amount at the support is larger than the maximum allowable height adjustment amount of the support, the height is adjusted according to the maximum allowable height adjustment amount, and if the measured deformation amount at the support is smaller than the maximum allowable height adjustment amount of the support, the height is adjusted according to the measured deformation amount; and after the height adjustment of all the supports is finished, calculating the residual deformation value of each support, if the residual deformation value is larger than the maximum allowable height adjustment amount of the support, increasing according to the maximum allowable height adjustment amount, if the residual deformation value is smaller than the maximum allowable height adjustment amount of the support, increasing according to the residual deformation value until the residual deformation values of all the supports are 0, and finishing the adjustment of the bridge deck linearity.
2. The method of adjusting as claimed in claim 1, wherein step b comprises the steps of:
b1, obtaining the settlement deformation of each measuring point of the bridge deck, and performing high-order fitting on the settlement deformation of each measuring point to obtain the overall line shape of the deformed bridge deck;
b2, calculating the linear vector distance between the baseline midpoint and the deformed bridge deck along the longitudinal bridge direction according to the preset baseline length.
3. The method of any one of claims 1-2, wherein the monitoring is continued at each measurement point if the vector distance is less than or equal to a specification value or a design limit.
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