【正文】 中文翻譯 一種新的方式，通過和半透過拱橋設(shè)計(jì)吊帶 ， . Peng 深圳 市政設(shè)計(jì)研究院，深圳，中國 1 摘要 這是眾所周知的是，在通過和半拱橋吊桿的重要組成部分，因?yàn)樗鼈冞B接拱肋，橋面。 Structures 81, . Li . and Ou ., 2021. Arch bridge suspenders corrosion fatigue life assessment method and its application. Journal of Highway and Transportation Research and Develop men, 8(22): . Li ., Chou Z., Deng . and Ou ., 2021. Fiber Bragg Grating Sensors for Arch Bridge Suspender Health Monitoring, In Yuri N. Kuching, . Ou, Cleg B. Vitric, Z. Chou (eds), Fundamental Problems of Optoelectronics and Microelectronics III。這是一個(gè)事實(shí)，吊帶的使用壽命短得多的拱橋，吊桿必須及時(shí)進(jìn)行更換（湯 HC2021）。據(jù)此，可以得出結(jié)論，在同一錨地兩個(gè)吊帶將失敗，因?yàn)?在相同或類似的時(shí)間幾乎相等的電平的疲勞載荷和腐蝕環(huán)境。橋的材料性質(zhì)列于表 1中。箱梁縱向和橫向梁，混凝土板和鋼梁之間的連接都看成是剛性的，和由 MPC184元素藍(lán)本。南拱肋元。）的場(chǎng)所時(shí)，其他的吊帶（ B或 B39。例如，吊帶 2a和 2b在同一時(shí)間渡假時(shí)，吊帶 1a的， 1b中， 3a的 and3b將打破連續(xù)的混凝土板和靠近錨固 2的縱向鋼箱梁將打破了（圖 7） ?，F(xiàn)在的新設(shè)計(jì)方法的合理性和可靠性，為現(xiàn)代拱橋證明。 [公路交通研究和開發(fā)人， 8（ 22）： 106頁 109。大橋 3， 。 參考 程靜，姜， 2021年湘 .。這兩種情況的結(jié)果顯示在圖 9a，b和 10A， B分別。鋼線的特性拉伸強(qiáng)度為 1670MPa。的影響系數(shù)η定義為比時(shí)，結(jié)構(gòu)響應(yīng)的影響 及處理負(fù)荷下，只有在處理負(fù)載。 意味著自由。橫向鋼梁橋面是仿照使用 BEAM188元。上升跨比此橋橋 1/正視圖如圖 3所示。一般來說，在傳統(tǒng)的拱橋設(shè)計(jì)雙吊桿錨固（圖 1），而不是單吊桿錨固被廣泛采用，以保持拱橋仍然是安全的，當(dāng)一個(gè)吊桿更換吊帶更方便恰好打破。他們是通過兩個(gè)半拱橋，分別位于中國重慶，上海等地。 ., E1=E2, A1=A2and θ 1=θ 2, where E, A and θ are the elastic modulus, cross section area and inclined angles of the suspender, respectively. That means they have the same or similar stress and variation of stress in service. They are also under the same or similar corrosion environment since they are located at the same anchorage. Hereby, it can be concluded that the two suspenders at the same anchorage will fail at the same or similar time because of the almost equal level of both fatigue load and corrosion on the discussion above, it can be seen that the doublesuspender system designed in the traditional way will not improve both the safety of the arch bridge and the convenience of suspenders replacement pared to the singlesuspender system. 4 A NEW WAY TO DESIGN ARCH BRIDGE SUSPENDERS In order to keep the remaining structure of arch bridge still safe when one suspender happens to break, the doublesuspenders must be designed with different service life. The only way to achieve this aim is to design the two suspenders at the same anchorage with different either material or cross section areas since they carry the same fatigue loads and are under the same corrosion the two suspenders at the same anchorage are designed with different materials, the extra in convenience both in design and construction of the arch bridge will be induced. The better way is to make the two suspenders with different cross section areas A Fand AS()respectively. With different cross section areas, the two suspenders at the same anchorage will have different stress levels and variation of stresses, that is to say, there are σ F,max≠σ S,max, σ F,a≠σ F,a. Σ max and σ a are the maximum stress and amplitude of the stress of the suspenders,respectively. Based on the basic theories of the material fatigue, the material or member has different service lives with different maximum stress and stress amplitude. Figure 2 : Doublesuspender anchorage designed in new way : (a) Parallel doublesuspender anchorage,(b) Inclined doublesuspender anchorage Thereupon, the two suspenders at the same anchorage may have different service lives if they are appropriately designed with different cross section areas even though they are made of the same material and under the same fatigue loads and corrosion environment. During the service life of the arch bridge, the suspender with the larger cross section will still keep the arch bridge safe when the suspender with the smaller cross section at the same anchorage happens to reasonability and reliability of this new way to consider the suspender design will be proved by numerical parison study on a troughtype modern arch bridge, Sazhen North Railway Station Bridge, using prehensive mercial software ANSYS in the following section in this paper. 5 NUMERICAL ANALYSIS EXAMPLE Description of Sazhen North Railway Station Bridge Sazhen North Railway Station Bridge with a span length of 150m is a throughtype modern concretefilled steel tubular arch bridge. It was built in 2021 and located at the Sazhen North Railway Station, spanning all railways at that station. Risetospan ratio of this bridge is 1/ elevation view of the bridge is shown in . The width of the general bridge deck except at the end of the arch ribs with a bridge deck width of 28m. Horizontal cables in the steel box girders of the bridge deck are adopted to balance the horizontal force of the arch ribs. This bridge has two vertical arch ribs and each arch rib is posed of four concretefilled steel tubes and thus has a truss cross section of in width and in height. The material properties of the bridge are listed in Table 1. The more details about this bridge is found in Li eta. (2021). Finite element model of the example bridge A detailed finite element model () of the example bridge was developed using the prehensive mercial software ANSYS. In this 3 dimensional (3D) finite element model,every ponent is appropriately modeled. As mentioned above, each arch rib is posed of four concretefilled steel tubes. These concretefilled steel tubes are modeled by BEAM4 element. Since the concretefilled steel tube is a posite member, the equivalent cross sectional properties and material properties are obtained first by editing an APDL file based on some equivalence rules, and then assign these equivalent cross sectional properties and material properties to the corresponding beam elements. The equivalent cross sectional