橋梁設(shè)計外文翻譯--荷蘭跨線高架橋-wenkub.com
2025-05-06 13:35 本頁面
【正文】 纜上荷載： 六根纜承擔(dān) 20970KN的最大活動力， 其中 12%是由活載導(dǎo)致； 最重要的承載纜承受最大活載 3880KN； 索纜至少承擔(dān) 3070KN的活載。 在塔門上，橋體由兩組垂直索纜懸吊。長度在 1025mm 到2285mm之間變化。僅僅承受壓應(yīng)力的水平橫梁是被分成有特性的彈性單元。橫向預(yù)應(yīng)力選擇不易開裂的 BBRV體系。 U型橋體采用預(yù)應(yīng)力混凝土材料。 在居間支座位置上，塔橋段六懸吊于塔門上，水平向也被固定。 橋梁系統(tǒng)由這些單元共同描述，用與之相關(guān)的參數(shù)。鋼管壁厚 16mm，直徑 508mm，內(nèi)部裝滿混凝土，它的使用是必須的。穿過軌道部分也在橫向和縱向固定于 U型橋體與塔門之間的塔柱上。 高架橋由六部分組成。 這種形式使得 U 型橋的工作彎矩盡可能的平坦，從而避免了那種尖角。 為了兼顧經(jīng)濟和美觀，一種經(jīng)革新了的方案已經(jīng)發(fā)展，即懸置于塔門上的 U型橋，塔門建造在正在運營的線路正上方。 空間的 限制意味著軌道交叉角僅僅可設(shè)置為 10 度。從低到高的過渡由增加與高梁相接，低梁末端的梁高來實現(xiàn)。整座橋由預(yù)應(yīng)力混凝土建造。其中第二段 橫跨排水管道。 第一段全長 燭，橫跨地下通道。據(jù)沉降預(yù)測， 30 年后與毗連軌道相鄰的一側(cè)將下陷 ，而另一側(cè)卻要下陷 3m。為了讓更多的火車運營，為了提高火車的運營速度，為了減少火車晚點，許多線路段要修成四線，而且火車必須能夠在不同的高度上相交錯。 taking over the load after sudden failure of a cable under maximum load。 the least heavily loaded cable absorbs a reactive force of 3070 kN. In the design of the cables, the following requirements were set: the maximum deformation due to the working load must be less than 1/800 part of theadjoining span。ck. Pylon The pylon was calculated by means of dividing it into discrete bar elements in a finiteelementmodel. The horizontal struts, that can only bear pressive forces, were divided into springelements with the characteristic that they are inactive for an pulling load, so that it is a nonlinearcalculation. The horizontal struts (figs. 5 and 6) that fix the Ushaped bridge both in the longitudinal andin the cross direction, thus bear the longitudinal forces (primarily braking, starting and trackforces) and the cross forces (mainly thrust, centrifugal and wind forces). The horizontal struts prise four steel pipes 216。 cross prestressing of the Ushaped ends in the base. This absorbs the shear tensionsthat are generated as a result of the longitudinal prestressing. For the 167 m long trackcrossing section VI, a 27strand longitudinal prestressing systemwas chosen with strands 216。 bridge elements。 an underpass for all traffic. The subsoil exhibits a great variation in pressibility. The forecast for settlement after 30years for the adjacent track bed on one side is about m and on the other side about 3 m. To limit settlement, and due to the lack of space for access, the construction height of thebridge must be as low as possible. The existing tracks and the underpass must remain in operation during the construction. Theflow capacity of the polder drainage pool may not be restricted. 3. GENERAL DESCRIPTION The total length of the viaduct is m, prising six sections (fig. 1). Section I crosses the underpass and has a length of m. The two intermediate supports aresituated immediately adjacent to the concrete casing of the underpass, setting the spans at m, 35 m and m. Sections II to V have a length of m and each consists of two spans of m. Thelengths and
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