苏通长江公路大桥简介中英对照Word文档格式.doc

1、大桥建设工程情况：l、跨江大桥工程：总长8206米，其中主桥采用 100+100+300+1088+300+100+100（其中主桥长约1088米）=2088米的双塔双索面钢箱梁斜拉桥。专用航道桥采用140+268+140=548米的T型刚构梁桥，为同类桥梁工程世界第二；南北引桥采用30、50、75米预应力混凝土连续梁桥；Bridge over the river project: a total of 8206 metres, of which the main bridge is , the 100 + 100 + 300 + 1088 + 300 + 100+100=2088 m twi

2、n towers and double cable plane steel box girder cable-stayed bridge.The special channel bridge is （140 + 268 + 140 = ） 548- m t-frame steel beam bridge, the second in the same bridge engineering.The approach of the north and south is 30, 50,75 prestressed concrete continuous girder bridge;创造四项世界之最苏

3、通大桥创造和打破了世界纪录协会多项世界纪录。最大主跨（斜拉桥）：苏通大桥跨径为1088米，是当今世界跨径最大斜拉桥。最深基础：苏通大桥主墩基础由131根长约120米、直径2.5米至2.8米的群桩组成，承台长114米、宽48米，面积有一个足球场大，是在40米水深以下厚达300米的软土地基上建起来的，是世界上规模最大、入土最深的群桩基础。最高桥塔：原先世界上已建成最高桥塔为日本明石海峡大桥297米的桥塔，苏通大桥采用高300.4米的混凝土塔，为世界最高桥塔。最长拉索：苏通大桥最长拉索长达577米，比日本多多罗大桥斜拉索长100米，为世界上最长的斜拉索。Four World Records:Suto

4、ng Bridge breaks many world record in the world record association.l The Longest Spanning Sutong Bridge spans 1088 meter, which is the longest cable- stayed bridge in the world.l The deepest FoundationMain piers of Sutong Bridge is composed of 131 piles which are about 120 meters long, 2.5 meters-2.

5、8 meters in diameter. Bearing platform is 114 meters in length and 48 meters in width, covering the area of a football field. It is built on the 300- meter-thick soft soil foundation with 40 meter deep under water. It is the worlds largest in scale and the deepest group piles into soil.l The Highest

6、 Bridge TowerSutong Bridge with 300.4 -meter concrete Tower has overtaken ex-world record holder Akashi Kaikyo Bridge with 297-meter tower and became the highest bridge tower. l The Longest Stayed-cableThe longest stayed-cable of Sutong Bridge is 577 meter, 100 meter longer that that of Japans Tatar

7、a Ohashi Bridge. It also ranks the first in the world.苏通大桥.工程中十大关键技术1、主桥结构体系研究桥梁对静、动力反应敏感，为改善结构性能，需对桥梁结构体系进行研究设计采用阻尼装置，设计要求高、参数复杂，国内没有类似工程经验；2、抗风性能研究风荷载是桥梁的控制荷载之一，对结构设计影响大桥梁风致振动是桥梁设计必须解决好的关键问题，必须采用风洞试验对风动力参数及结构抗风性能进行研究为保证桥梁安全，需采取必要的减振措施；3、抗震性能研究松、软地层条件设计地震动参数的确定困难而复杂，桥梁结构特性对地震动力反应敏感，设计难度大国内抗震计算方法、软件

8、难以适用必须采取减、隔震或消能措施；4、防船撞系统研究船撞力大，船撞对结构受力影响明显需采用主动、被动防撞相结合的方法主动防撞是利用南通现有的VTS系统对江面航行船舶进行实时跟踪监控被动防撞是充分考虑到船撞力对结构的影响，确保受力安全；5、超大群桩基础设计与施工基础位于软弱土层中，承受的静、动力荷载大，桩基数量多，结构受力传力机理复杂，群桩效应突出，国内外规范难以涵盖大规模水上施工技术指标严，工艺要求高超大规模钢吊箱水上拼装与沉放风险高，难度大大体积混凝土承台施工技术要求高、工艺复杂；6、冲刷防护设计与施工桥墩局部冲刷深度大、冲坑形态复杂，为保证施工期及运营期结构安全，需对河床进行永久冲刷防护

9、，国内外缺乏相关理论与经验防护工程规模大，现场条件复杂，施工难度极大；7、超高钢混桥塔设计与施工索塔抗风与静力稳定性问题突出，钢混结构受力机理复杂，设计难度大风和温度对施工的影响十分突出，国内外尚无经验可循如何保证桥塔上部钢混结构施工精度、提高施工质量、确保结构耐久性具有很大挑战性；8、超长斜拉索减振技术斜拉索风雨激振理论原因不清，设计考虑困难，斜拉索减振与抑振措施须经实验研究确定9、主梁架设技术块件数量多、重量大，斜拉索长，施工架设难度大；悬臂长度大、施工周期长，抗风安全突出；结构柔，施工技术要求高，施工控制困难；10、施工控制技术施工控制是保证斜拉桥成桥线形和结构内力的重要途径；非线性、温

10、度等对超千米跨径斜拉桥的影响突出，现有理论、分析手段难以全面考虑大跨径斜拉桥施工过程复杂、体系转换多，技术、材料、外界环境及施工工艺影响大，施工控制技术难度大。Ten Key Technologies of Sutong Bridge Project1. Study on main bridge structure Bridge is sensitive to the static and dynamic. To improve the structure performance, research and design for bridge structure system is neede

11、d and damping device is used.With high design requirement and complex parameter, no similar domestic project experience can be referred ;2. The wind resistance researchThe wind load is one of the bridges controlling load. It affects the structure design of bridge much and vibration induced by wind a

12、re the key problems to be solved. Wind tunnel test for wind power parameters and structures wind resistance performance is conducted to ensure the safety of bridge, necessary measures to reduce vibration must be taken.3. Study on the seismic behaviorLoose and soft formation conditions caused difficu

13、lt and complicated to get precise seismic motion parameter. bridge structure characteristics is sensitive to the seismic dynamic response.With its hard design, domestic anti-seismic calculation and software cant be applied. Measures such as seismic subtraction, seismic isolation or energy dissipatio

14、n must be taken. 4. Research on prevention of ship crashShip crashing force is big. Ship crashing impacts obviously to the structures load carrying capability. Active and passive crash prevention measures combined together must be taken. Active crash prevention is real-time monitoring the ships on the sea with the existing VTS system. In full consideration