| With the development of transport, the PC partial of cable-stayed bridge compared withordinary cable-stayed bridge,because of its construction,beautiful appearance,reasonableeconomic characteristics,it has been rapid application in the construction of highways and cityBridges in our country.But due to the special requirements of rail on bridge structure stiffness,so few PC part of the cable-stayed bridge has been built in railway.Summary of thecharacteristics of only several partial of the railway cable-stayed bridge,the commondenominator for the stiffness, the proportion of live load and found in large span railway PCpartial of the cable-stayed bridge wind resistance research is almost a blank. However, withthe development of the railway, the railway PC partial of the cable-stayed bridge span has tobe partial of the cable-stayed bridge in the railway PC applications,and with the span ofincrease,wind load has become a non-negligible factor on the beam.In this paper, the proposedmain span176m intercity high-speed rail Dongping channel of the PC partial of thecable-stayed bridge as the background, its wind resistance research and ANSYS software forthe first time to the third power of the wind load effect numerical simulation analysis,Mainresearch work and innovative achievements are listed below.1. Using the CFD modules of large-scale finite element numerical simulation analysissoftware ANSYS, Dongping channel railway PC partial of cable-stayed bridge of staticnumerical simulation. By changing the wind angle of attack, drawn a range of static effect, aswell as the cross-section of the beam mid-span of the flow field around the pressuredistribution and flow field chart.2. Acoording to ansys the beam mid-span cross-section of three component of the forceeffect by changing of the role of different wind angle of attack range and pressure of the flowfield around the distribution of drawn: Dongping channel railway PC part of the cable-stayedbridge cross-section drag coefficient by the wind attack smaller angle of impact, change thebasic value of about1%; Lift coefficient and the torque coefficient influenced by the windangle of attack changes, especially in the wind angle of attack between-10degree to-7degree, change values are at23%or more, and the lift coefficient is negative, opposite thepositive direction of the beam cross section by the lift predetermined axis.3. Analysis of the the corrugated steel the web girder structure is applied to the railwayspan part of the cable-stayed bridge in the dynamic characteristics feasibility. By Midas/Civilestablished the finite element model of the railway PC part of the cable-stayed bridge and corrugated steel webs part of the cable-stayed bridge, we got some results by comparativeanalysis of both modal characteristics,we can get: Vibration mode of the two trends arebasically the same, Order of frequency variation is consistent. In the aspect of dynamiccharacteristics.The corrugated steel web box girder structure in line with the characteristics ofthe dynamic characteristics of the railway part of the cable-stayed bridge. Among railwayspan part of the cable-stayed bridge box girder with corrugated steel webs; its dynamiccharacteristics are feasible.4. Summed up the scope of the PC partial of cable-stayed bridge.Because the railspecification has yet to railway cable-stayed bridge fundamental frequency calculationmethod,Therefore this article through to present all the fundamental frequency of cable-stayedbridge approximate calculation formula for summary,and In Dongping waterway railway partPC cable-stayed bridge as an example.Using the formula to calculate the fundamentalfrequency,compared with the finite element model and the design analysis.we drawn:Thelimited element software and R.walther of law can be more accurate calculation of the railwayPC cable-stayed bridge baseband deviation of4.99%and6.85%, but the slower the regressioncoefficient method and highways wind standardize its accuracy is not high, but the formula issimple. Therefore, it is recommended for large railway PC part of the cable-stayed bridgepreliminary design phase of the fundamental frequency can be calculated using Theregression coefficient method or Highway bridge wind resistance specification method;baseband design into the bridge stage calculation can be used R.walther law or finite elementmethod.5. Because of the railway bridge specification does not make provisions for thecable-stayed bridge flutter stability, adopting standards for railway bridge wind resistance partPC cable-stayed bridge flutter stability checking.Drawn the large span Dongping waterwaycable-stayed bridge critical flutter speed is72.80m/s,it is much greater than test wind speed of38.27m/s to meet the the flutter stability requirements specification, construction and safeoperation of this bridge to provide a theoretical basis. |
