辅助墩设置对大跨PK断面混合-组合梁斜拉桥受力性能的影响  

Influence of auxiliary pier setting on mechanical performance of long-span cable-stayed bridge with hybrid and composite girders incorporating PK section

作　　者：杨博闻 张玉平[1] 杨晔 YANG Bowen;ZHANG Yuping;YANG Ye(School of Civil and Environmental Engineering,Changsha University of Science&Technology,Changsha 410114;JSTI Group Co.,Ltd.,Nanjing 730000)

机构地区：[1]长沙理工大学土木与环境工程学院,湖南长沙410114 [2]苏交科集团股份有限公司,江苏南京730000

出　　处：《长沙理工大学学报(自然科学版)》2025年第1期111-121,共11页Journal of Changsha University of Science & Technology:Natural Science

基　　金：国家自然科学基金资助项目(52078059);中电建集团有限公司科技项目(LOKY2016-02)。

摘　　要：【目的】以某530 m主跨PK断面混合-组合梁斜拉桥为工程背景,通过建立辅助墩设置数量和设置位置不同的多个有限元模型,并进行静动力计算,对比分析计算结果,得到了辅助墩设置位置对大跨PK断面混合-组合梁斜拉桥力学性能的影响规律。【方法】建立了该斜拉桥在设置双辅助墩、单辅助墩、无辅助墩三种情况下的有限元模型,对比三者在运营阶段汽车荷载作用下的结构内力、变形及自振周期、频率。【结果】相比于无辅助墩,设置双辅助墩和单辅助墩能够使主梁中跨最大下挠、塔顶最大偏位、第1阶自振周期分别减小45.3%、62.9%、26.2%和42.1%、48.6%、17.2%。辅助墩的设置能显著改善结构静动力学性能,设置单辅助墩方案为经济可行方案。建立了单辅助墩不同设置位置(分别距主塔中心59.2、73.6、95.2、109.6和131.2 m)的5个有限元模型,对比5个模型在运营阶段汽车荷载作用下的结构响应,方案5(辅助墩距主塔中心131.2 m)较方案1(辅助墩距主塔中心59.2 m)使主梁中跨最大下挠、塔顶最大偏位、第1阶自振周期分别减小了25.6%、19.1%、1.8%。【结论】结合悬臂施工安全性考虑,确立了方案5为最终设计方案。[Purposes]This paper explored the influence pattern of auxiliary pier position on the mechanical performance of long-span cable-stayed bridges with hybrid and composite girders incorporating PK section by establishing multiple finite element models with different numbers and positions of auxiliary piers and comparing the static and dynamic calculation results,and a cablestayed bridge(with a main span of 530 m)with hybrid and composite girders incorporating PK section was used as the engineering background.[Methods]Finite element models of the cablestayed bridge with double auxiliary piers,a single auxiliary pier,and no auxiliary pier were established.The structural internal force,deformation,and natural vibration period and frequency of the three models under vehicle load during the operation stage were compared.[Findings]Compared to the model without auxiliary piers,the setting of double auxiliary piers and single auxiliary pier can reduce the maximum mid-span deflection of the main girder,the maximum displacement of the tower top,and the first-order natural vibration period by 45.3%,62.9%,and 26.2%,as well as 42.1%,48.6%,and 17.2%,respectively.The auxiliary pier can significantly improve the static and dynamic performance of the structure,with a single auxiliary pier being an economically feasible scheme.In addition,five finite element models with a single auxiliary pier at different positions(59.2,73.6,95.2,109.6,and 131.2 m away from the center of the main tower,respectively)were established to compare their structural responses under vehicle load during the operation stage.Compared with Scheme 1(with the auxiliary pier located at 59.2 m away from the center of the main tower),Scheme 5(with the auxiliary pier located at 131.2 m away from the center of the main tower)can cause reductions in the maximum mid-span deflection of the main girder,the maximum displacement of the tower top,and the first-order natural vibration period by 25.6%,19.1%,and 1.8%,respectively.[Conclusions]By considering the safety of cantil

关 键 词：斜拉桥 混合梁斜拉桥 组合梁 参数分析 辅助墩 

分 类 号：U448.27[建筑科学—桥梁与隧道工程]