高烈度区高速铁路大跨度梁拱组合桥设计  

Design of Large-span Beam Arch Composite Bridge in High-intensity Area

作　　者：张扬 Zhang Yang(China Railway Fifth Survey and Design Institute Group Co.,Ltd.,Beijing 10026,China)

机构地区：[1]中铁第五勘察设计院集团有限公司,北京102600

出　　处：《铁道勘察》2020年第5期129-133,共5页Railway Investigation and Surveying

基　　金：中铁第五勘察设计院集团有限公司科技研究计划项目(T5Y2015-C04)。

摘　　要：徐宿淮盐铁路徐洪河特大桥采用(100+200+100) m梁-拱组合结构桥式方案,以小角度、低净空跨越通航河道。主梁为预应力混凝土连续箱梁,拱肋设计为哑铃形钢管混凝土截面,吊杆采用平行钢丝束并锚于箱梁外侧。为解决大跨度连续梁-拱桥徐变上拱大的技术难点,通过适当加大梁体竖向刚度、优化预应力钢束布置、选择合理的混凝土加载龄期等一系列措施,将主梁最大徐变变形控制在20 mm以内。另外,桥址区地震动峰值加速度为0.34g,采用双曲面摩擦摆支座进行减隔震设计,以延长结构周期,达到有效削弱地震力作用的目的。The Xu-hong River Bridge of Xuzhou-Suqian-Huai’an-Yancheng Railway adopts (100 + 200 +100) m continuous girder arch bridge,which crosses the navigable river with small angle and low clearance.The main beam of the bridge adopts prestressed concrete continuous box girder,and the arch ribs are designed as dumbbell type concrete filled steel tube section. The suspender of the arch bridge is anchored at the outside of the box girder with parallel steel wire bundles. In order to solve large creep deformation of long-span continuous beam-arch bridges,a series of measures are taken such as appropriately increasing vertical stiffness of the beam,optimizing the arrangement of prestressed steel bundles and selecting a proper loading age of concrete. Finally,the maximum creep deformation of the main beam is controlled within 20 mm. Furthermore,the peak ground motion acceleration of the bridge site area is 0. 34 g. Therefore,the hyperboloid friction pendulous support is used which extend the structure life cycle and weaken the effect of the seismic force.

关 键 词：高速铁路 高烈度区 连续梁-拱组合结构 徐变变形 减隔震设计 

分 类 号：U442.55[建筑科学—桥梁与隧道工程] U448.22[交通运输工程—道路与铁道工程]