密布横梁与混凝土板组合桥面系高速铁路下承式钢桁梁桥的研究
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摘要
近年来,随着高速铁路建设的飞速发展,中国建造了许多高速铁路桥梁。在上跨河流、公路时,受通航、通车对桥下净空和桥头高程的限制,桥梁的建筑高度一般较低,下承式钢桁结合桥是较好的选择。密布横梁与混凝土板组合桥面系下承式钢桁梁桥与其它组合桥面的钢桁梁桥相比建筑高度更低,受力性能更为合理。
本文受铁道部科技研究开发计划项目《客运专线道碴桥面钢桁梁及轨道结构试验研究》(2006K002-D)的资助,以一座96m跨度的高速铁路桥梁为背景,对密布横梁与混凝土板组合桥面系下承式钢桁梁桥的受力特性和计算方法作了较为深入系统的研究,主要取得了如下创新性成果：
1.提出了桥面系参与主桁共同作用程度的解析解和简化公式。根据桥面系与主桁下弦杆的变形协调条件,推导了横梁的水平挠曲表达式,提出了桥面系参与主桁共同作用程度的解析解；考察了横梁的面外抗弯刚度、下弦杆截面积、混凝土板宽度和厚度等因素对桥面系参与主桁共同作用程度的影响；通过多元非线性回归分析和简化,得到了桥面系参与主桁共同作用程度的简化公式。试验结果表明,本文的解析解和简化公式具有良好的精度。
2.提出了桥面系第二系统受力的解析解。将支承在密布钢横梁上的混凝土桥面板作为弹性支承上的连续板,考虑了横梁的竖向挠度和扭转对混凝土板受力的影响,推导了桥面均布荷载和一般荷载作用下,混凝土板的“五弯矩方程”和“五反力方程”,进而求得桥面系第二系统受力的解析解。解析解与有限元结果吻合良好。
3.基于第2条的研究成果,推导了桥面荷载两条传力途径的传力比和各横梁间传力比的简化计算公式,提出了桥面荷载作用下主桁的受力模式。考察了大横梁(节点横梁)与小横梁(节间横梁)竖向刚度比、横梁间距与混凝土板宽度比等因素对传力比的影响。提出的主桁受力模式对桥梁的初步设计具有指导意义。
4.对高铁线路上一座96m跨度的密布横梁与混凝土板组合桥面系下承式钢桁梁桥完成了1：6的全桥缩尺模型试验。通过对纯钢模型、半结合模型与全结合模型各种工况下的对比试验,对三种桥面结构的受力特性和参与主桁共同作用的程度作了分析。模型试验和有限元分析计算表明,本文提出的各种计算方法和计算公式具有良好的精度。
5.提出了横梁组合梁栓钉的设计计算方法,分别推导了第一系统和第二系统作用下栓钉所受剪力的计算公式,考虑横梁与混凝土板结合面的相对滑移,对全桥作了精细的空间有限元分析,考察了各种布置方案中栓钉的受力情况,结果表明本文提出的栓钉设计计算方法切实可行,具有较高的实用性。
本文的研究成果为下承式钢桁结合桥的设计提供了依据,并已应用于我国高速铁路的桥梁建设,取得了较好的经济效益和社会效益。
In recent years, lots of bridges have been built with the rapid development of high speed railway construction in China. The bridge is required to be low building height if limited by clearance under bridge and elevation at bridgehead when crossing over a river or a road. So steel through truss composite bridge is a good choice. The one with multi-crossbeam and concrete slab composite floor system has lower building height and better mechanical behavior than that with other type of composite floor system.
This paper is supported by a scientific research project of ministry of railways. Taking a 96m high speed railway bridge as the background, the paper presents an in-depth and systematic study on the calculation theory and mechanical behavior of steel through truss bridge with multi-crossbeam and concrete slab composite floor system. Main innovation achievements are as follows:
Firstly, the analytical solution and simplified formula for the level of floor system acting together with main truss are put forward. Utilizing the compatibility condition between floor system and bottom chord, the deflection expression of crossbeam is deduced and the analytical solution for the level of floor system acting together with main truss is reached. The influences of cross section area of bottom chord, width and thick of concrete slab, out-plane bending stiffness of crossbeam, and other factors are investigated. The simplified formula is reached by multiple non-linear regression analysis and reasonable simplification. The model test results show that both the analytical solution and simplified formula have good precision.
Secondly, the analytical solution for the second system force of bridge floor is put forward. The concrete slab supported on crossbeams is taken to be the elastic supporting continuous slab. The effects of vertical flexibility and torsion of crossbeams are taken into consideration, "Five-moment Equation" and "Five-force Equation" under uniform distributed load and general load are deduced, and then the analytical solution is reached. The solution is verified by finite element results.
Thirdly, the simplified calculation formula for the force-delivering ratio of two load transfer path and each crossbeam is deduced, and the bearing mode of main truss is put forward based on the research results in subparagraph 2. Several factors influencing the force-delivering ratio are investigated, such as the vertical-stiffness ratio of large crossbeam (node crossbeam) to small crossbeam (internode crossbeam), the ratio of the distance between crossbeams to the width of concrete slab, and so on. The conclusion of the bearing mode of main truss can be used in guiding the preliminary design of bridge.
Fourthly, the 1:6 reduced-scale model tests of a 96m steel through truss bridge with multi-crossbeam and concrete slab composite floor system for high speed railway has been completed. The stress characteristic and the level of floor system acting together with main truss are researched, according to comparative tests by several loading cases for pure steel model, semi-composite model, and full-composite model. The model tests and finite element results reveal the fine accuracy of the calculation methods and formulas in this paper.
Finally, the design and calculation method of stud in composite crossbeam is put forward, and the calculation formulas of stud shear force in the first and second force system are deduced respectively. Refined finite element analysis for the whole bridge is completed, simulating the relative slip between crossbeam and concrete slab. The stud force conditions in several layout schemes are investigated, which show that the design and calculation method of stud is highly practical and applicable.
The research results in the paper provide evidence for design of steel through truss composite bridge and have been applied in bridge construction for high speed railway with remarkable economic returns and social benefits.
本文受铁道部科技研究开发计划项目《客运专线道碴桥面钢桁梁及轨道结构试验研究》(2006K002-D)的资助,以一座96m跨度的高速铁路桥梁为背景,对密布横梁与混凝土板组合桥面系下承式钢桁梁桥的受力特性和计算方法作了较为深入系统的研究,主要取得了如下创新性成果：
1.提出了桥面系参与主桁共同作用程度的解析解和简化公式。根据桥面系与主桁下弦杆的变形协调条件,推导了横梁的水平挠曲表达式,提出了桥面系参与主桁共同作用程度的解析解；考察了横梁的面外抗弯刚度、下弦杆截面积、混凝土板宽度和厚度等因素对桥面系参与主桁共同作用程度的影响；通过多元非线性回归分析和简化,得到了桥面系参与主桁共同作用程度的简化公式。试验结果表明,本文的解析解和简化公式具有良好的精度。
2.提出了桥面系第二系统受力的解析解。将支承在密布钢横梁上的混凝土桥面板作为弹性支承上的连续板,考虑了横梁的竖向挠度和扭转对混凝土板受力的影响,推导了桥面均布荷载和一般荷载作用下,混凝土板的“五弯矩方程”和“五反力方程”,进而求得桥面系第二系统受力的解析解。解析解与有限元结果吻合良好。
3.基于第2条的研究成果,推导了桥面荷载两条传力途径的传力比和各横梁间传力比的简化计算公式,提出了桥面荷载作用下主桁的受力模式。考察了大横梁(节点横梁)与小横梁(节间横梁)竖向刚度比、横梁间距与混凝土板宽度比等因素对传力比的影响。提出的主桁受力模式对桥梁的初步设计具有指导意义。
4.对高铁线路上一座96m跨度的密布横梁与混凝土板组合桥面系下承式钢桁梁桥完成了1：6的全桥缩尺模型试验。通过对纯钢模型、半结合模型与全结合模型各种工况下的对比试验,对三种桥面结构的受力特性和参与主桁共同作用的程度作了分析。模型试验和有限元分析计算表明,本文提出的各种计算方法和计算公式具有良好的精度。
5.提出了横梁组合梁栓钉的设计计算方法,分别推导了第一系统和第二系统作用下栓钉所受剪力的计算公式,考虑横梁与混凝土板结合面的相对滑移,对全桥作了精细的空间有限元分析,考察了各种布置方案中栓钉的受力情况,结果表明本文提出的栓钉设计计算方法切实可行,具有较高的实用性。
本文的研究成果为下承式钢桁结合桥的设计提供了依据,并已应用于我国高速铁路的桥梁建设,取得了较好的经济效益和社会效益。
In recent years, lots of bridges have been built with the rapid development of high speed railway construction in China. The bridge is required to be low building height if limited by clearance under bridge and elevation at bridgehead when crossing over a river or a road. So steel through truss composite bridge is a good choice. The one with multi-crossbeam and concrete slab composite floor system has lower building height and better mechanical behavior than that with other type of composite floor system.
This paper is supported by a scientific research project of ministry of railways. Taking a 96m high speed railway bridge as the background, the paper presents an in-depth and systematic study on the calculation theory and mechanical behavior of steel through truss bridge with multi-crossbeam and concrete slab composite floor system. Main innovation achievements are as follows:
Firstly, the analytical solution and simplified formula for the level of floor system acting together with main truss are put forward. Utilizing the compatibility condition between floor system and bottom chord, the deflection expression of crossbeam is deduced and the analytical solution for the level of floor system acting together with main truss is reached. The influences of cross section area of bottom chord, width and thick of concrete slab, out-plane bending stiffness of crossbeam, and other factors are investigated. The simplified formula is reached by multiple non-linear regression analysis and reasonable simplification. The model test results show that both the analytical solution and simplified formula have good precision.
Secondly, the analytical solution for the second system force of bridge floor is put forward. The concrete slab supported on crossbeams is taken to be the elastic supporting continuous slab. The effects of vertical flexibility and torsion of crossbeams are taken into consideration, "Five-moment Equation" and "Five-force Equation" under uniform distributed load and general load are deduced, and then the analytical solution is reached. The solution is verified by finite element results.
Thirdly, the simplified calculation formula for the force-delivering ratio of two load transfer path and each crossbeam is deduced, and the bearing mode of main truss is put forward based on the research results in subparagraph 2. Several factors influencing the force-delivering ratio are investigated, such as the vertical-stiffness ratio of large crossbeam (node crossbeam) to small crossbeam (internode crossbeam), the ratio of the distance between crossbeams to the width of concrete slab, and so on. The conclusion of the bearing mode of main truss can be used in guiding the preliminary design of bridge.
Fourthly, the 1:6 reduced-scale model tests of a 96m steel through truss bridge with multi-crossbeam and concrete slab composite floor system for high speed railway has been completed. The stress characteristic and the level of floor system acting together with main truss are researched, according to comparative tests by several loading cases for pure steel model, semi-composite model, and full-composite model. The model tests and finite element results reveal the fine accuracy of the calculation methods and formulas in this paper.
Finally, the design and calculation method of stud in composite crossbeam is put forward, and the calculation formulas of stud shear force in the first and second force system are deduced respectively. Refined finite element analysis for the whole bridge is completed, simulating the relative slip between crossbeam and concrete slab. The stud force conditions in several layout schemes are investigated, which show that the design and calculation method of stud is highly practical and applicable.
The research results in the paper provide evidence for design of steel through truss composite bridge and have been applied in bridge construction for high speed railway with remarkable economic returns and social benefits.
引文
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