大跨度公铁两用悬索桥结构体系及力学特性研究
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摘要
随着科学的进步,新材料、新技术的日新月异,悬索桥的发展在跨度上越来越趋于大跨,并且大跨度悬索桥也开始使用于铁路交通建设。但随着更大跨度悬索桥的出现和为了满足铁路悬索桥高标准的运营要求,就需要寻求新的解决方法,以改善单缆悬索桥刚度小等问题所带来的将这种桥梁结构形式提高到更大跨度和广泛运用于铁路建设上的局限性。
悬索桥的整体刚度主要来源于其缆索体系。新的缆索体系,由于其结构形式和单缆悬索桥不同,导致其具有不同的力学特性；本文对两种悬索桥缆索体系(双层缆体系悬索桥和双链体系悬索桥)进行一些相关研究,希望得到的结论可供特大跨度悬索桥以及公铁两用悬索桥在方案选取和初步设计时参考。
1)以某座跨海峡公铁两用悬索桥为例,运用桥梁结构非线性分析系统BNLAS分别建立单跨悬吊和三跨悬吊的单缆悬索桥、双层缆悬索桥和双链悬索桥全桥有限元模型,将双层缆悬索桥和双链悬索桥的恒载状态、活载作用下的内力和变形、横风作用下的变形、列车过桥静力效应和自振特性与单缆悬索桥比较,对两种缆索体系的受力状态、竖向刚度、横向刚度、行车平顺性和动力特性进行分析,结果表明双层缆悬索桥和双链悬索桥在提高桥梁结构的竖向刚度和行车平顺性上各有优势,而改变缆索体系对横向刚度的影响较小。
2)参照单缆悬索桥挠度理论的思路,通过详细推导,分别建立单跨悬吊双层缆悬索桥和双链悬索桥的平衡微分方程,通过对微分方程的求解,得到活载作用下主缆水平分力增量、加劲梁内力和挠度的解析计算公式；用FORTRAN语言采用动态规划法编制基于解析分析方法的计算程序；运用BNLAS建立有限元模型,把解析分析法计算程序得到的计算结果与有限元计算结果进行对比；结果表明双层缆悬索桥和双链悬索桥解析分析方法计算的影响线与有限元计算结果都比较吻合,加劲梁上的弯矩、挠度的包络图也较接近,建立的双层缆悬索桥和双链悬索桥解析分析法的公式是正确的,编制的计算程序可用。
3)用编制的计算程序分析矢跨比和上下层主缆恒载分配比的变化对双层缆悬索桥静力特性的影响；探讨矢跨比和边中跨比的变化对双链悬索桥静力特性的影响；通过不同参数下材料用量和结构刚度的讨论,综合对桥塔高度、加劲梁内力、主缆面积和结构刚度等的考虑,建议双层缆悬索桥矢跨比和恒载分配比的合理选择范围,以及双链悬索桥矢跨比的合理取值。
With the progress of science and the advancement of new materials and technology, the span of the suspension bridges is becoming longer and longer, and it has been used in the construction of railway. With the appearance of the longer span suspension bridges, in order to meet the high standards of operational requirement of the railway suspension bridges, some new solutions need to be seeked to improve the serious problems of single-cable suspension bridge stiffness, the limitations of a ultra-large span and widely used in the railway construction.
The global stiffness of the suspension bridges mainly come from the cable system. The new cable system, because of the difference of the structure with the single-cable suspension bridges, leads to its different mechanical characteristics. In this thesis, the two kinds of cable system of the suspension bridge were studied, which were double-layer-cable system and double-stranded system. Hoping the conclusions can be used for the reference of the ultra-large span suspension bridges and rail-cum-road suspension bridge during scheme selection and preliminary design.
1) By taking a strait-crossing rail-cum-road suspension bridge as an example, the full-bridge finite element model of the single-span and three-span single-cable suspension bridge, the double-layer-cable suspension bridge and double-stranded suspension bridge were established with the bridge nonlinear anlysis system BNLAS. the double-layer-cable suspension bridge and double-stranded suspension bridge dead load state, internal force and deformation under live load, deformation under the action of the horizontal wind, analysis of train bridge static effect, vibration characteristics to compare to single-cable suspension bridge, the analysis of the stress state of the two kinds of cable system, vertical stiffness, lateral stiffness, driving and dynamic characteristics, finally the results show that the advantages of double-layer-cable suspension bridge and double-stranded suspension bridge to improve the vertical stiffness of the bridge structure and improve driving stability, but the cable system has little effect on the lateral stiffness.
2) Refer to the deflection theory of the single-cable suspension bridge, through detailed derivation, balance differential equationes of single-span double-layer-cable suspension bridge and double-stranded suspension bridge were established, by solving the differential equation, the analytic formulas for the main cable horizontal component of incremental, the stiffening girder internal forces and deflection under live load could been received; the preparation of dynamic programming in FORTRAN software is based on analytical method for calculation program; with the apply of BNLAS finite element model, analytical calculation results with the finite element results were compared to verify the correctness of the analytical analysis methodology and programming; The results show that the influence lines of the double-layer-cable suspension bridge and double-stranded suspension bridge analytic calculation program is consistent with the results of finite element analysis, also the stiffening beam bending moment and deflection envelope figure are closer, analytical formula of the double-layer-cable suspension bridge and double-stranded suspension bridge is correct, and the calculation program is available.
3) By the calculation program,the influence of rise-span ratio and distribution ratio of dead load in the two layer main cables on the static characteristic of the double-layer-cable suspension bridge was studied, also the influence of sag-span ratio and ratio of side span to main span on the static characteristics of the double-stranded suspension bridge. Through discussion about the amount of material and structural stiffness in the different parameters, center on the consideration the height of tower, the stiffening girder internal forces, the main cable area and structural stiffness, so as to offer reasonable range of rise-span ratio and dead load distribution ratio of double-layer-cable suspension bridge, and the rise-span ratio of the double-stranded suspension bridge.
悬索桥的整体刚度主要来源于其缆索体系。新的缆索体系,由于其结构形式和单缆悬索桥不同,导致其具有不同的力学特性；本文对两种悬索桥缆索体系(双层缆体系悬索桥和双链体系悬索桥)进行一些相关研究,希望得到的结论可供特大跨度悬索桥以及公铁两用悬索桥在方案选取和初步设计时参考。
1)以某座跨海峡公铁两用悬索桥为例,运用桥梁结构非线性分析系统BNLAS分别建立单跨悬吊和三跨悬吊的单缆悬索桥、双层缆悬索桥和双链悬索桥全桥有限元模型,将双层缆悬索桥和双链悬索桥的恒载状态、活载作用下的内力和变形、横风作用下的变形、列车过桥静力效应和自振特性与单缆悬索桥比较,对两种缆索体系的受力状态、竖向刚度、横向刚度、行车平顺性和动力特性进行分析,结果表明双层缆悬索桥和双链悬索桥在提高桥梁结构的竖向刚度和行车平顺性上各有优势,而改变缆索体系对横向刚度的影响较小。
2)参照单缆悬索桥挠度理论的思路,通过详细推导,分别建立单跨悬吊双层缆悬索桥和双链悬索桥的平衡微分方程,通过对微分方程的求解,得到活载作用下主缆水平分力增量、加劲梁内力和挠度的解析计算公式；用FORTRAN语言采用动态规划法编制基于解析分析方法的计算程序；运用BNLAS建立有限元模型,把解析分析法计算程序得到的计算结果与有限元计算结果进行对比；结果表明双层缆悬索桥和双链悬索桥解析分析方法计算的影响线与有限元计算结果都比较吻合,加劲梁上的弯矩、挠度的包络图也较接近,建立的双层缆悬索桥和双链悬索桥解析分析法的公式是正确的,编制的计算程序可用。
3)用编制的计算程序分析矢跨比和上下层主缆恒载分配比的变化对双层缆悬索桥静力特性的影响；探讨矢跨比和边中跨比的变化对双链悬索桥静力特性的影响；通过不同参数下材料用量和结构刚度的讨论,综合对桥塔高度、加劲梁内力、主缆面积和结构刚度等的考虑,建议双层缆悬索桥矢跨比和恒载分配比的合理选择范围,以及双链悬索桥矢跨比的合理取值。
With the progress of science and the advancement of new materials and technology, the span of the suspension bridges is becoming longer and longer, and it has been used in the construction of railway. With the appearance of the longer span suspension bridges, in order to meet the high standards of operational requirement of the railway suspension bridges, some new solutions need to be seeked to improve the serious problems of single-cable suspension bridge stiffness, the limitations of a ultra-large span and widely used in the railway construction.
The global stiffness of the suspension bridges mainly come from the cable system. The new cable system, because of the difference of the structure with the single-cable suspension bridges, leads to its different mechanical characteristics. In this thesis, the two kinds of cable system of the suspension bridge were studied, which were double-layer-cable system and double-stranded system. Hoping the conclusions can be used for the reference of the ultra-large span suspension bridges and rail-cum-road suspension bridge during scheme selection and preliminary design.
1) By taking a strait-crossing rail-cum-road suspension bridge as an example, the full-bridge finite element model of the single-span and three-span single-cable suspension bridge, the double-layer-cable suspension bridge and double-stranded suspension bridge were established with the bridge nonlinear anlysis system BNLAS. the double-layer-cable suspension bridge and double-stranded suspension bridge dead load state, internal force and deformation under live load, deformation under the action of the horizontal wind, analysis of train bridge static effect, vibration characteristics to compare to single-cable suspension bridge, the analysis of the stress state of the two kinds of cable system, vertical stiffness, lateral stiffness, driving and dynamic characteristics, finally the results show that the advantages of double-layer-cable suspension bridge and double-stranded suspension bridge to improve the vertical stiffness of the bridge structure and improve driving stability, but the cable system has little effect on the lateral stiffness.
2) Refer to the deflection theory of the single-cable suspension bridge, through detailed derivation, balance differential equationes of single-span double-layer-cable suspension bridge and double-stranded suspension bridge were established, by solving the differential equation, the analytic formulas for the main cable horizontal component of incremental, the stiffening girder internal forces and deflection under live load could been received; the preparation of dynamic programming in FORTRAN software is based on analytical method for calculation program; with the apply of BNLAS finite element model, analytical calculation results with the finite element results were compared to verify the correctness of the analytical analysis methodology and programming; The results show that the influence lines of the double-layer-cable suspension bridge and double-stranded suspension bridge analytic calculation program is consistent with the results of finite element analysis, also the stiffening beam bending moment and deflection envelope figure are closer, analytical formula of the double-layer-cable suspension bridge and double-stranded suspension bridge is correct, and the calculation program is available.
3) By the calculation program,the influence of rise-span ratio and distribution ratio of dead load in the two layer main cables on the static characteristic of the double-layer-cable suspension bridge was studied, also the influence of sag-span ratio and ratio of side span to main span on the static characteristics of the double-stranded suspension bridge. Through discussion about the amount of material and structural stiffness in the different parameters, center on the consideration the height of tower, the stiffening girder internal forces, the main cable area and structural stiffness, so as to offer reasonable range of rise-span ratio and dead load distribution ratio of double-layer-cable suspension bridge, and the rise-span ratio of the double-stranded suspension bridge.
引文
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