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作 者:郑亚鹏 万田保[1] 杨光武[1] 邹敏勇[1] ZHENG Yapeng;WAN Tianbao;YANG Guangwu;ZOU Minyong(China Railway Major Bridge Reconnaissance&Design Institute Co.,Ltd.,Wuhan 430056,China)
机构地区:[1]中铁大桥勘测设计院集团有限公司,武汉430056
出 处:《铁道标准设计》2021年第11期130-134,共5页Railway Standard Design
基 金:中国中铁股份有限公司科技开发计划重点课题(2016-重点-01)。
摘 要:福州道庆洲大桥第5联钢桁梁采用2×84 m平面折线连续钢桁结合梁,主桁采用三角桁,桁宽15 m,桁高9.5 m,标准节间长度12 m,上层采用组合梁结构,通行6车道公路,下层采用整体钢桥面结构,通行双线地铁,轨道采用"钢桥面+减振垫浮置板无砟轨道"结构。本桥位于平曲线上,采用以折代曲的方案进行设计,平面折角为177.617°。设计过程中,对折线钢桁梁的悬臂施工、顶落梁等过程开展研究,阐明折线钢桁梁在悬臂拼装、顶落梁等工况上、下弦杆会发生横向错动和扭转;提出顶落梁过程中内、外侧弦杆不同步起顶,以减小错动变形和减小主桁面外弯矩的方法;折点处钢桁梁结构复杂,采用BIM正向设计方法。The fifth steel truss of Fuzhou Daoqingzhou Bridge adopts 2×84 m plane broken line continuous steel truss composite beam.The main truss adopts triangular truss,15 m wide,9.5 m high,and 12 m standard section length.The upper layer adopts composite beam structure for 6-lane highway,the lower layer adopts integral steel deck structure for double track subway.The track adopts the structure of"steel deck+damping pad floating slab ballastless track".The bridge is located on the horizontal curve line and is designed by substituting straight for curve,with a plane angle of 177.617°.In the design process,the cantilever construction and jacking down of broken line steel truss beam are studied,and it is clarified that the transverse dislocation and torsion of the bottom chord of broken line steel truss beam will occur under the working conditions of cantilever assembly and jacking down.In order to reduce stagger deformation and the out-of-plane bending moment of the main truss,a method of asynchronous jacking of the inner and outer chords in the process of jacking and falling the beam is proposed.As the structure of steel truss beam at the break point is complex,BIM forward design method is adopted.
关 键 词:公轨两用桥 钢桁结合梁 折线钢桁梁 曲线钢桁梁 减振垫浮置板无砟轨道 横向错动 钢梁扭转
分 类 号:U448.121[建筑科学—桥梁与隧道工程] U442.5[交通运输工程—道路与铁道工程]
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