Static Analysis And Re-evaluation Of Deformation Limits Of Single-tower Cable-stayed Bridge Of Railway With Four Lanes

At present, quite little research on the design deformation of the high-speed railway cable-stayed bridge has been performed in China. This paper takes a railway four-lane single tower cable-stayed bridge for example,on the basis of comparing railway bridge norms of different countries,then the whole model was established through commercial finite element software MIDAS. Through comparison of deformation limits in design guidelines utilised in China, Europe, and Japan, static analysis was conducted per corresponding codes; thereby forces and deformation can be acquired and checked. Finally, design scheme was re-evaluated on the basis of analytical results.The analysis results indicate:(1)The standard live loads are different in the specifications, due to conditions of Europe, japan and our nation are different, bring about the required specification of railway bridge deformation limit also different.(2) Analysis of the railway bridge using chinese specification indicates:vertical deformation the horizontal deformation of the bridge, torsional deformation of bridge deck, vertical rotation of beam end and horizontally flexural stiffness of bridge pier all accordance with the specification, but the torsional deformation of bridge deck value up to 1.5mm, namely equal to limit of the specification. So it is advised to revise the scheme to enhance the anti-deformation ability and diminish the torsional deformation of bridge deck value.(3)The key to increase the torsional resistance of bridge is to improve its torsional stiffness. As far as cable-stayed bridge is concerned,the goal can be achieved through increasing beam depth, changing single plane into double plane, enlarging the area of cables, and so forth.(4) Using european specification analysis indicates,vertical deformation and horizontal deformation of the bridge, vertical rotation of beam end can meet requirement,but the torsional deformation doesn't. The scheme needs to be revised and the anti-deformation ability also needs to be strengthen.(5)Actual train load effect was compared with that of nominal live loads specified in design codes in this paper. In the same load distribution scenarios, internal forces and deformations introduced by the C62B-typed freight train approximately corresponded to 70% of those caused by live loads; internal forces and deformations resulting from the CRH2-typed passenger special line only accounted for 50% of those brought about by ZK live loads. In consequence, with respect to the actual train load, nominal live loads were much conservative.