摘要
湖杭高铁富春江特大桥主桥为(30+46+300+97+62.395) m高低塔混合梁无砟轨道斜拉桥,采用半飘浮体系,主梁形式包括预应力混凝土箱梁和钢-混结合梁。该桥采用塔梁同步施工,混凝土梁采用满堂支架现浇施工,钢-混结合梁采用浮吊吊装及支架滑移施工。为确保成桥结构内力及轨道线形满足要求,对施工过程进行仿真分析,确定纵向临时固结形式和混凝土梁支架拆除时机。桥塔施工阶段综合考虑地基沉降、不同节段间刚度差异,基于测量数据实时反馈修正机制确保桥塔线形平顺;基于无应力状态法按照线形为主、索力为辅的原则对主梁安装线形进行控制;基于附属荷载施工过程中的桥面挠度对有限元模型进行修正,并通过大量观测数据对桥面温度变形进行回归分析得到可信度较高的预拱度,最终成桥轨道线形误差控制在±7 mm以内,实测轨道60 m弦静态长波高低不平顺最大值4.10 mm,整体线形控制较好,满足设计及验收要求。
The main bridge of Fuchunjiang River Bridge of the Huzhou-Hangzhou High-speed Railway is a cable-stayed bridge featuring two pylons with different heights.The superstructure,which is arranged in five spans of 30,46,300,97,and 62.395 m,consists of a portion of prestressed concrete box girders and a portion of steel-concrete composite girders.The pylons are consolidated with the piers,instead of the superstructure,to create a semi-floating system.The construction of the pylons and the superstructure were carried out simultaneously.The concrete girders were cast in situ on floor-standing scaffolds,while the steel-concrete composite girders were lifted by barge cranes and moved into position,with the assistance of scaffolds.The construction process was numerically simulated to ensure that the internal forces as well as the track geometry of the as-built bridge meet the requirements.The temporary longitudinal connection patterns and the demolition timing of the scaffolds for the cast-in-place concrete box girders were determined.During the construction of the pylons,the ground settlement,stiffness difference among different girder segments were considered to ensure the smoothness of the bridge geometry,in accordance with the real-time feedback correction mechanism based on measured data.Following the stress-free state principle,the main girder installation geometry was controlled,giving attention to both the geometry and stay cable tensions,with the geometry as the main focus.The finite element model was updated to address the deck deflection occurring during the implementation of ancillary loads.The thermal deformation of deck was regressed by the measured data to obtain a precamber with a high confidence level.The track geometry error was controlled within the range of±7 mm,with a maximum static long-wave irregularity of 4.10 mm measured by 60 m chord inspection.The geometry of the bridge was well under control and met the design and acceptance requirements.
作者
杨永宏
陈忠宇
YANG Yonghong;CHEN Zhongyu(Shanghai Hangzhou Railway Passenger Dedicated Line Co.,Ltd.,Shanghai 200040,China;State Key Laboratory of Bridge Intelligent and Green Construction,Wuhan 430034,China;China Railway Bridge Science Research Institute,Ltd.,Wuhan 430034,China)
出处
《世界桥梁》
北大核心
2025年第4期49-54,共6页
World Bridges
关键词
高速铁路桥
斜拉桥
混合梁
塔梁同步
线形
内力
施工控制
high-speed railway bridge
cable-stayed bridge
hybrid girder
synchronized pylon and girder construction
geometry
internal force
construction control
