摘要
杭州钱江铁路新桥主桥采用与既有钱江二桥对孔布置的(45+65+14×80+65+45)m预应力混凝土连续梁桥式,与既有钱江二桥线间距为20.2 m。主桥梁部采用单箱三室截面;引桥采用分幅式布置,梁部采用单箱单室简支箱梁。主桥采用菱形实体墩,引桥采用矩形实体墩,均采用钻孔桩基础。对主桥结构进行抗震设计、车桥动力响应分析、桥上制动力计算及梁体空间效应分析,结果表明:增设粘滞性阻尼器后,该桥结构满足抗震要求;主桥结构具有良好的动力性及列车走行性,列车行车安全性及舒适性满足要求;固定墩最大制动力为9 144 kN;墩顶支座的支座反力存在不均匀性,中支座受力较边支座大,梁体顶、底板正应力和腹板剪应力均满足规范要求。
The main bridge of the New Hangzhou Qiantang River Railway Bridge employs the prestressed concrete continuous girder bridge with span arrangement （45 ＋65 ＋14 × 80 ＋ 65 ＋ 45） m that is exactly the same with that of the existing Second Qiantang River Bridge about 20.2 m apart. The main girder for the main bridge is the three-cell single box cross section and the main girders for the approach bridge are the simply-supported single cell single box girders arranged separately. A pier of the main bridge is the diamond shape solid pier while a pier of the approach bridges is the rectangular solid pier, all resting on bored pile foundations. The seismic design of the main bridge structure was carried out, the vehicle-bridge dynamic responses were analyzed, the braking force on deck of the bridge was calculated and the spatial effect of the girders was analyzed as well. The results of the analysis and calculation show that after adding of viscous dampers, the structure can meet the seismic requirements . The structure has good dynamic and train traveling capacity and the train traveling safety and passenger comfort can meet the requirements. The maximum braking force in the fixed pier is 9 144 kN. The reaction forces of bearings atop the piers are not uniform. The forces in the intermediate bearings are greater than those in the side bearings, the normal stress in top and bottom slabs of the girders and the shear force in webs can meet the relevant requirements in the codes.
出处
《桥梁建设》
EI
CSCD
北大核心
2011年第4期53-56,共4页
Bridge Construction
关键词
客运专线
铁路桥
连续梁
箱形梁
桥梁设计
passenger dedicated railway
railway bridge
continuous girder
box girder bridge design
