大跨公铁两用连续钢桁梁拼装过程受力分析

作者：周君¹,翁方文¹,梁玉雄²,张锋²,傅梅珍²

作者简介：

周君，高级工程师，E⁃mail:3831368998@ qq. com

作者单位：

1.中交第二航务工程局有限公司，湖北武汉 430040;2.华东交通大学山区土木工程安全与韧性全国重点实验室，江西南昌 310031

基金项目：

∗中国国家铁路集团科技研究计划（N2023G040）；国家自然科学基金（52068022）

摘要：

大跨公铁两用连续钢桁梁施工过程中的受力关乎桥梁施工期间的结构安全，为分析各施工阶段不同工况下公铁两用连续钢桁梁的受力特性，依托新建京港高速铁路南昌扬子洲赣江公铁大桥中支主桥，建立有限元模型，分析了桥梁拼装过程中主梁应力和变形，并进行了施工过程中关键参数对主梁应力和变形的参数敏感性分析。结果表明：采用支架拼装施工法钢桁梁主梁拼装时最大悬臂阶段的弦杆最大拉应力为 35.5MPa,主梁拼装时最不利工况最大悬臂阶段的中跨最大竖向位移为 7.6mm,支架在施工过程中应力和变形均较小，易于钢桁梁安装精度的控制；上层公路二期、下层公路二期、下层铁路二期施工阶段的中跨竖向位移分别为~81.9,-93.8,-117.5mm,二期恒载对主梁竖向变形影响大；由主梁刚度和自重误差敏感性分析可知，梁重变化 2%,中跨跨中挠度变化 2.4mm,刚度变化 2%,中跨跨中挠度变化 2.3mm,因此主梁刚度和自重施工误差可限制在 2%以内；施工过程中上、下层温差20℃时边跨跨中产生 3.8mm 挠度，施工时需关注上、下层桥面温差效应对主梁变形的影响。

关键词：桥梁；公铁两用桥；连续钢桁梁；拼装；有限元分析；受力特性

English：

The mechanical characteristics of the long⁃span combined rail⁃cum⁃road continuous steel trussgirder in construction is related to the structural safety of the bridge. Therefore, in order to analyze theforce characteristics of the bridge in each construction stage, finite element method is used to calculatethe force and deformation of the main girder of the Ganjiang River Central Branch Rail⁃cum⁃road Bridgeof Beijing⁃Hong Kong High⁃speed Railway,which is located in Nanchang Yangtzizhou. The parametersensitivity analysis of the stress and deformation of the main girder in construction process is also studied.The results show that: The maximum tensile stress of the chord is 35.5MPa, and the maximum verticaldisplacement of the mid⁃span of the main girder is 7.6mm at the maximum cantilever stage,which is theworst⁃case condition by the assembly construction method with the bracket, and the stress anddeformation in construction process are small and it is easy to control the installation accuracy of the steeltruss; The mid⁃span vertical displacements of the deck paving construction of the upper highway, thelower highway and the lower railway are -81.9mm,-93.8mm,-117.5mm, and the constant load ofdeck pavement has a great impact on the vertical deformation of the bridge; By the girder stiffness andweight error sensitivity analysis, the girder weight changes by 2%, the mid⁃span deflection changes by2.4mm,while the stiffness changes by 2%, the mid⁃span deflection changes by 2.3mm, so the maingirder stiffness and weight construction error can be limited within 2%; In construction process, the temperature difference of the upper and lower bridge decks has a great impact on the deformation of themain girder,when the temperature difference between the upper and lower bridge decks is 20℃, thedeflection in the side span is 3.8mm, the temperature difference of the upper and lower bridge decksshould be paid attention to in construction.

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