摘要
以千米级3塔连跨悬索桥——泰州大桥为工程背景,比较了国内规范对加劲梁竖向挠跨比的相关规定,指出了该规定的实质目的是使行车平稳、安全。通过ANSYS有限元程序对比分析了泰州大桥4种汽车荷载典型工况下的整体位移,结果表明:加劲梁梁端竖向转角与加劲梁竖向挠跨比无本质联系(对于大跨度悬索桥);加劲梁梁端竖向转角与中塔纵向抗弯刚度的相关程度不高,从而明确了多塔悬索桥的2个主要控制指标为加劲梁竖向挠跨比和中塔鞍座抗滑系数。同时,对这两者的限值进行了探讨,并将它们统一到"单跨满布、跨中加力"的工况中计算。
Based on the thousand-meter scale three-pylon continuous suspension bridge,Taizhou Bridge,the relevant regulations on vertical deflection-span ratio of stiffening girder stipulated in domestic codes and specifications were compared,which indicates that the essential objective of these regulations is to make vehicles travel stably and safely.By ANSYS finite element program,the ensemble displacements of Taizhou Bridge under four typical cases were comparatively analysed.The results show that that（1） there is no essential connection between girder end vertical rotation angle and vertical deflection-span ratio of stiffening girder（for long-span suspension bridge）;（2） the degree of correlation between girder end vertical rotation angle of stiffening girder and the longitudinal flexural stiffness of mid-pylon is low.Thus,it is clarified that the main control parameters for multi-pylon suspension bridges are vertical deflection-span ratio of stiffening girder and anti-sliding coefficient of mid-pylon saddle.Meanwhile,the limit values of these control parameters were discussed,which were used in the calculation for the case of ＂full live load applied on single span,concentrated force applied at mid-span＂.
出处
《公路交通科技》
CAS
CSCD
北大核心
2011年第8期95-99,共5页
Journal of Highway and Transportation Research and Development
基金
国家科技支撑计划项目(2009BAG15B01)
关键词
悬索桥
多塔
挠跨比
梁端转角
抗滑系数
bridge engineering
suspension bridge
multi-pylon
deflection-span ratio
beam end rotation angle
anti-sliding coefficient
