Combined with the dynamic stress tests of the typical structure details of the main bridge ortho-tropic steel deck when high-speed multiple units passing Dashengguan Yangtze River Bridge in Nanjing, the dynamic coefficients of typical structure details of orthotropic deck under different train speed closely related to the fatigue property of railway bridge were studied. Results show that, the discreteness of traditional stress extreme value dynamic coefficient for each structure detail is slightly larger, most of which vary between 1. 0 and 2. 0, and a part of which is even less than 1. 0. So considering the effect of the distribution variation of the maximum and minimum value which is caused by the vibration and stress superposition of whole bridge and local deck under high-speed multiple units, it is put forward that stress amplitude dynamic coefficient is much more proper than traditional extreme stress coefficient in stress analysis of structure details of high-speed railway orthotropic steel deck. Compared with stress extreme value dynamic coefficients, the discreteness of stress amplitude dynamic coefficients is much smaller, which varies-between 1. 0 and 1. 6 and none of which is less than 1. 0.%结合高速动车组通过南京大胜关长江大桥时主桥正交异性钢桥面板典型结构细节动应力的测试,研究与铁路桥梁疲劳性能紧密相关的不同车速条件下正交异性钢桥面板典型结构细节的动力系数.结果表明,各结构细节的传统应力极值动力系数离散性偏大,基本上处于1.0～2.0之间,个别甚至小于1.0.因此,综合考虑动车组高速通过时桥梁整体振动与桥面板局部振动叠加、整体动应力与局部动应力叠加对结构细节局部动应力最大、最小值分配比例的影响,针对采用正交异性钢桥面板的高速铁路桥梁,提出结构细节的动力系数应以应力幅动力系数代替传统应力极值动力系数.与应力极值动力系数相比,应力幅动力系数的离散性显著降低,其值基本上集中在1.0～1.6之间,且没有出现小于1.0的情况.
展开▼
