铁路悬索桥设计活载模式与结构合理刚度标准研究  

Research of Design Live Load Mode and Structural Reasonable Rigidity Standard of Railway Suspension Bridge

作　　者：辛杰 XIN Jie(Construction Management Department,CHINA RAILWAY,Beijing 100844,China)

机构地区：[1]中国国家铁路集团有限公司建设管理部,北京100084

出　　处：《铁道建筑》2020年第12期1-4,共4页Railway Engineering

摘　　要：以连镇铁路五峰山长江大桥和丽香铁路金沙江大桥2座铁路悬索桥为研究对象,从实际列车的加载长度、开行间隔、车桥耦合振动响应进行分析,结合理论计算初步确定大跨度悬索桥合理的活载模式和刚度指标。结果表明,大跨度铁路悬索桥活载模式应考虑线路的设计运能、牵引能力、到发线长度等因素,合理确定活载模式。对于高速铁路超大跨度桥梁,只开行动车组时,列车荷载图式加载长度建议取450 m,同时开行普通客运列车时,列车荷载图式加载长度建议取550 m。结构的竖向挠跨比、横向挠跨比可结合车桥耦合动力分析、轨道几何形位分析等方面确定一个合理的刚度标准。Taking Wufengshan Yangtze River Bridge on Lianyungang-Zhenjiang railway and Jinshajiang bridge onLijiang-Shangrila railway as the research objects,the reasonable live load mode and stiffness index of long-spansuspension bridge were preliminarily determined through the analysis of actual train loading length,running intervaland vehicle-bridge coupling vibration response combined with theoretical calculation.The results show that the live loadmode of long-span railway suspension bridge should be reasonably determined by considering the design transportcapacity,traction capacity and length of arrival departure track.For the super long-span bridge of high speed railway,itis suggested that the loading length of train load diagram should be 450 m when only EMUs are operated,and 550 m isrecommended for normal passenger trains.The reasonable stiffness standard can be determined according to the verticaldeflection-span ratio and transverse deflection-span ratio of the structure,combining with the analysis of vehicle-bridgecoupling dynamic and track geometry.

关 键 词：公铁两用桥 铁路悬索桥 活载模式 刚度 内力 

分 类 号：U441[建筑科学—桥梁与隧道工程]