Parametric design method for multi-pylon extradosed bridge for high-speed railway

Abstract

The present invention relates to the technical field of bridge engineering, and particularly relates to a parametric design method for a multi-pylon extradosed bridge for a high-speed railway. On the basis of a provided main span length sequence, a functional relational expression of related design parameters is established to obtain rational schemes for a side-to-main span ratio, a height-to-span ratio and a pylon-to-span ratio; and comprehensive comparison and selection are performed on the basis of a main bridge cost calculation equation and the technical difficulty of engineering, and the methods of normalization and weighted averaging are used to perform data processing, so as to determine optimal schemes. The advantages of the present invention lie in: a theoretical basis is provided during an overall scheme design, and subjective human decision-making is reduced, thereby improving the refinement degree and rationality of the design.

Description

Parameterized design method of high-speed railway multi-tower partial cable-stayed bridge TECHNICAL FIELD

[0001] The present application relates to the technical field of bridge engineering, and in particular to a parameterized design method of a high-speed railway multi-tower partial cable-stayed bridge. BACKGROUND

[0002] A partial cable-stayed bridge is a combined bridge system between a continuous beam or a continuous rigid frame bridge and a traditional cable-stayed bridge, and is a structural system in which a main beam and a cable jointly bear vertical loads. Due to the unique force mechanism of the partial cable-stayed bridge, the structural basic parameters thereof are different from those of a general cable-stayed bridge and a beam bridge, and the height of a bridge tower, the cross-sectional form of a main beam, and the side span and mid-span span are important parameters affecting the structural mechanical properties of the partial cable-stayed bridge and are important indexes for evaluating the mechanical properties of the partial cable-stayed bridge, and have great research value.

[0003] In the general design process of a multi-tower partial cable-stayed bridge, most of the current optimization design researches on the partial cable-stayed bridge are limited to the optimization of cable forces and the optimization of local components, but the above optimization effects are limited and non-optimal situations are prone to occur. SUMMARY

[0004] The present application aims to provide a parameterized design method of a high-speed railway multi-tower partial cable-stayed bridge to optimize important parameters such as the side span and mid-span ratio, the tower and span ratio, and the height and span ratio of a large-span multi-tower partial cable-stayed bridge, and to provide a theoretical basis for a design scheme, thereby reducing the non-optimal situations of design parameters in the prior art, reducing the influence of subjective experience of designers, and improving the refinement and rationality of the design.

[0005] The object of the present application is achieved by the following technical solutions:

[0006] A parameterized design method of a high-speed railway multi-tower partial cable-stayed bridge, characterized in that it comprises the following steps:

[0007] According to the design influence conditions of the high-speed railway multi-tower partial cable-stayed bridge, the height from the ground line to the bridge surface and the conditions of crossing a waterway, a deep water area, and a traffic line are determined to preliminarily determine the initial value L of the length of the main bridge of the bridge t .

[0008] The value sequence of the main span span L of the high-speed railway multi-tower partial cable-stayed bridge is proposed i .

[0009] According to the proposed initial value L of the length of the main bridge of the bridge L and the proposed sequence of the main span span L, the sequence of the number of main spans is calculated in combination with the bridge site topographic conditions and navigation requirements t . i

[0010] ​The value sequence of the main span length L i and the side span ratio coefficient are combined to determine the side span length, and the main bridge length L ti is adjusted according to the arrangement of the main span length and the side span length.

[0011] The tower height is calculated according to the value sequence of the main span length L i .

[0012] The main girder section height is determined by combining the value sequence of the main span length L i , the design requirements of the high-speed railway and the form of the main girder section.

[0013] The pier height and underwater depth under each scheme are determined according to the value sequence of the main span length L i , in combination with the railway line elevation and the girder height, and by assuming that the foundation pile cap is located at the ground line.

[0014] The total cost is calculated according to all the design schemes of the main span sequence, the side span length, the tower height and the pier height.

[0015] The engineering technical difficulty of different schemes is calculated.

[0016] The preferred scheme of the high-speed railway multi-tower partial cable-stayed bridge is determined by comprehensively considering the total cost and the engineering technical difficulty.

[0017] The design influencing conditions include the bridge site topographic condition, the hydrological condition, the navigation requirement, the crossing traffic line condition, the railway grade and the design speed, and the railway line elevation.

[0018] The value sequence of the main span length L i of the high-speed railway multi-tower partial cable-stayed bridge is: L0, L0+10, L0+20, L0+30, …, 350; wherein L0 represents the minimum value of the main span length, and is the larger one of the minimum width limit of the navigation channel and 200 m; each item in the sequence represents a different main span length value, which is represented by L i , wherein the subscript i in L i represents the i-th item in the sequence of the main span length, and i=1, 2, 3, 4, …; that is, L1=L0, L2=L0+10, L3=L0+20, ….

[0019] The formula for calculating the number of the main spans is:

[0020] For different values in the sequence of the main span length, the corresponding number of the main spans n i is calculated according to the formula: n1, n2, n3, ….

[0021] In the formula, n is the number of the main spans and is rounded down; L t is the initial value of the main bridge length; and L iThe value of the main span is in the sequence of main span.

[0022] The calculation formula of the side span is:

[0023] L si = ξL i ; for each item in the sequence of main span value, the low, medium and high values of ξ are determined according to the side span calculation formula respectively. si1 , L si2 , L si3 three schemes;

[0024] In the formula, L si is the side span; ξ is the side span ratio coefficient, with a value of 0.55-0.60, preferably 0.55, 0.575, 0.60; L i is the value in the sequence of main span.

[0025] The calculation formula of the bridge tower height is:

[0026] Wherein, ψ is valued according to whether the main tower and the side tower are equal height, when the main tower and the side tower are designed as equal height, ψ is valued as 2.5, when the main tower and the side tower are designed as unequal height, the side tower ψ is valued as 1.5, and the main tower ψ is valued as 2.0;

[0027] In the formula, H i is the bridge tower height; L i is the value in the sequence of main span; ψ is the value coefficient; μ represents the influence coefficient of the cable on the bridge tower height, which is calculated by the number of cables on a single bridge tower combined with the angle between the cable and the main beam.

[0028] The calculation formula of the main beam section height is:

[0029] In the formula, h i is the main beam section height; b is the bridge width, which is determined according to the standard track gauge and the number of tracks of high-speed railway and the width of maintenance channel; γ is valued according to the position of the section, with a value of 3.6 at the top of the pier and 1.8 at the middle of the span, and the section between the top of the pier and the middle of the span is valued linearly; λ is valued according to the form of the main beam section.

[0030] The calculation formula of the total cost is: i = c1k1bh i L ti + c2(n i +1)H i + c3(n i +3)G i + rk2(n i +1)tl i ;

[0031] In the formula, S i represents the total cost of different schemes; c1 represents the comprehensive cost of the main bridge concrete; c2 represents the average comprehensive cost per meter of the bridge tower; c3 represents the average comprehensive cost per meter of the bridge pier; r represents the average comprehensive cost per meter of the cable-stayed cable; t represents the number of cable-stayed cables on a single bridge tower; and l i represents the side cable length, which is determined according to the angle between the side cable and the main beam and the height of the bridge tower; c1, c2, c3, and r are determined according to the actual concrete cost, the steel strand cost, the material transportation conditions, and the structural size parameters; k1 represents a main beam cross-sectional area reduction coefficient, which is taken as 0.6 considering that the main beam adopts a variable cross-section; and k2 represents a cable-stayed cable length reduction coefficient, which is taken as 0.6 considering that the length is uniformly calculated according to the side cable length.

[0032] The calculation formula of the engineering technical difficulty is: β i = A i × B i × C i × D i ;

[0033] In the formula, β i represents the engineering technical difficulty; engineering A i represents the main span influence coefficient; B i represents the bridge tower height influence coefficient; C i represents the bridge pier height influence coefficient; and D i represents the bridge foundation type influence coefficient; the specific determination method of each coefficient in the formula is as follows: a nonlinear function of the main span L i and A i is established, A i is determined according to the main span value, A i ∈(0, 1]; a nonlinear function of the bridge tower height H i and B i is established, B i is determined according to the bridge tower height value, B i ∈(0, 1]; a nonlinear function of the bridge pier height G i and C i is established, C i is determined according to the bridge pier height value, C i ∈(0, 1]; and D i is determined according to the foundation type value: the foundation type is a pile foundation, D i is taken as 1.0; the foundation type is a pipe column foundation, D i is taken as 1.1; the foundation type is a caisson foundation, D i is taken as 1.2.

[0034] The total cost of the design scheme is normalized: Map the result to (0, 1]; normalize the total cost coefficient φ i The engineering technical difficulty coefficient β i The weighted average is established to establish the scheme decision formula: Wherein, φ i The cost coefficient of each design scheme after normalization is represented; β i The engineering technical difficulty coefficient is represented; The weight coefficient is represented, which is adjusted according to local terrain conditions, transportation conditions and material supply conditions; ε i The scheme decision coefficient is represented; S i The total cost sample value is represented, S imax The total cost sample maximum value is represented. The decision coefficient ε i of different schemes is calculated according to the formula, and the smaller value of ε i is taken to prepare 2-3 preferred design schemes.

[0035] Table 1 weight coefficient table

[0036] In the application, the engineering technical difficulty coefficient calculation formula is: wherein, A i Determined according to the main span span influence coefficient relationship diagram, and specifically shown in Fig. 3; B i Determined according to the bridge tower height influence coefficient relationship diagram, and specifically shown in Fig. 4; C i Determined according to the bridge pier height influence coefficient relationship diagram, and specifically shown in Fig. 5.

[0037] The application has the advantages that: according to the proposed main span span sequence, the function relationship of the related design parameters is established, the reasonable side span ratio, high span ratio and tower span ratio scheme are obtained, and according to the main bridge cost calculation formula and the engineering technical difficulty comprehensive selection, the data processing is carried out by using the normalization and weighted average method, the preferred scheme is determined; the theoretical basis is provided in the whole scheme design, the artificial subjective decision is reduced, and the design refinement degree and rationality are improved. BRIEF DESCRIPTION OF DRAWINGS

[0038] Fig. 1 is a method flowchart of the application;

[0039] Fig. 2 is a schematic diagram of a multi-tower partial cable-stayed bridge structure of a high-speed railway;

[0040] Fig. 3 is a multi-tower partial cable-stayed bridge main span span influence coefficient curve diagram in the application;

[0041] Fig. 4 is a multi-tower partial cable-stayed bridge tower height influence coefficient curve diagram in the application;

[0042] Fig. 5 is a multi-tower partial cable-stayed bridge pier height influence coefficient curve diagram in the application. DETAILED DESCRIPTION

[0043] The features of the present application and other related features are further described in detail below with reference to the accompanying drawings, in which:

[0044] As shown in FIGS. 1-5, the reference numbers 1-3 and the respective letters represent the following: main girder 1, foundation 2, ground line 3, L i represents the main span of the bridge, L si represents the side span of the bridge, H i represents the height of the tower, G i represents the height of the pier, and a represents the angle between the side cable and the main girder.

[0045] Embodiment: As shown in FIGS. 1-5, this embodiment uses a multi-tower partial cable-stayed bridge of a certain high-speed railway as an example to illustrate the parameterized design method of the present application. The multi-tower partial cable-stayed bridge of the high-speed railway has the following conditions:

[0046] The railway grade is high-speed railway; the number of main lines is double; the line spacing is 5 m; the design driving speed is 350 km / h; the design live load is ZK live load; the cable tower adopts a vertical bridge tower form with a transverse double cable plane arrangement; the main girder material is C55; the top elevation of the pile cap is about 111.5 m; the railway line elevation is 150 m; the bridge is located in a deep reservoir area with an average water depth of about 40 m and a dam site depth of about 70 m; the reservoir area is navigable all year round, with a rated VI-level channel, and the navigation limit requirement is 25 x 6.0 m, with a maximum navigation water level of 117.15 m; the foundation type is a pile foundation; and the economic and reasonable bridge design scheme is determined by the method of the present application.

[0047] As shown in FIG. 1, the parameterized design method of the multi-tower partial cable-stayed bridge of the high-speed railway in this embodiment includes the following steps:

[0048] 1) According to the fact that the bridge is a multi-tower partial cable-stayed bridge of a high-speed railway, the design driving speed is 350 km / h, the railway line elevation is about 150 m, the top elevation of the pile cap is about 111.5 m, it is located in a deep reservoir area, the water surface width to be crossed is about 900 m, and the maximum navigation water level of the reservoir area is 117.15 m, the average water depth is about 40 m, and the dam site depth is about 70 m, the initial value of the length of the main bridge L t = 950 m is preliminarily determined.

[0049] 2) According to the fact that the reservoir area is navigable all year round, with a rated VI-level channel, and the navigation limit requirement is 25 x 6.0 = 150 m, the minimum value of the main span L0 = max{150, 200} = 200 m can be determined, and the main span L i of the multi-tower partial cable-stayed bridge of the high-speed railway is proposed to have a value sequence of:

[0050] 200, 210, 220, 230, 240, …, 350;

[0051] 3) According to the main span length L i The value sequence and the initial value of the main bridge length L t = 950 m, substitute the formula The number sequence n of the main span is calculated i : 4, 4, 4…, 3, 3, 3…, 2, 2. Calculation example: Take the integer part n1 = 4; the specific calculation results are shown in Table 2.

[0052] 4) Determine the side span length:

[0053] Propose the side span length calculation formula: L sim = ξ m L i , ξ is taken as ξ1 = 0.55, ξ2 = 0.575, and ξ3 = 0.60 according to low, medium, and high values; according to the sequence of the main span length, the side span length scheme is obtained according to this formula.

[0054] Calculation example:

[0055] L s11 = ξ1L1 = 0.55 × 200 = 110 m,

[0056] L s21 = ξ2L1 = 0.575 × 200 = 115 m,

[0057] … L s12 = ξ1L1 = 0.55 × 210 = 115.5 m,

[0058] L s22 = ξ2L2 = 0.575 × 210 = 120.75 m,

[0059] … L s13 = ξ1L3 = 0.55 × 220 = 121 m,

[0060] L s23 = ξ2L3 = 0.575 × 220 = 126.5 m, …… the rest of the calculation results are shown in Table 2.

[0061] According to the side span length and the side span length, adjust the main bridge length: L ti = n i × L i + 2 × L sim . Calculation example: L t1 = 4 × 200 + 2 × 110 = 1020 m, L t2 = 4 × 210 + 2 × 115.5 = 1071 m, ……; the rest of the calculation results are shown in Table 3.

[0062] 5) Determine the tower height: according to the tower height calculation formula Bridge tower height H is calculated by substituting the main span sequence i . Calculation example: main side tower isogonic design ψ = 2, Main span L1 = 200 m, substitute the formula to calculate The rest of the calculation results are shown in Table 2.

[0063] 6) Determine the main beam section beam height: taking the section at the pier top as an example, the main span is L1 = 200 m, according to the main beam section form is single box double room, λ is 1.0; According to the railway line is double line and the line spacing is 5.0 m, take the bridge width b = 14.1 m, γ = 3.6, substitute the formula The calculation results are as follows: The rest of the calculation results are shown in Table 2.

[0064] 7) According to the main span sequence of the multi-tower partial cable-stayed bridge, combined with the railway line elevation, pile cap elevation and beam height of each scheme, and assuming that the foundation pile cap is located at the ground line, the height of each scheme is determined. The specific results are shown in Table 2.

[0065] Table 2 Main structural parameters of different design schemes of high-speed railway multi-tower partial cable-stayed bridge

[0066] 8) Estimate the total cost of different design schemes of the whole bridge, select one scheme as an example: main span L1 = 200 m, main span number n1 = 4, bridge tower height H1 = 32.5 m, bridge pier average height G1 = 20.0 m, bridge width b = 14.1 m, main beam section adopts variable cross section, cross section area reduction coefficient k1 = 0.6, side cable length is l1 = 100 m according to the angle between side cable and main beam and bridge tower height, cable length reduction coefficient is k2 = 0.6, pier top beam height h1 = 9.5 m, local C55 concrete comprehensive cost is 0.05125 yuan / m 3 , cable comprehensive cost is 1.6206 yuan / t, according to the local material transportation conditions and material price and structure size parameters, estimate the average comprehensive cost of each meter bridge tower is 0.6222 yuan, the average comprehensive cost of each meter bridge pier is 5.0640 yuan, and the average comprehensive cost of each meter cable is 0.1632 yuan. Substitute the above parameters into the main bridge cost formula S i = c1k1bh i L ti +c2(n i +1)H i +c3(n i +3)G i +rk2(n i +1)tl i The calculation results are as follows: Si = c1k1bh1L ti + c2(n1+1)H1+ c3(n1+3)G1+ rk2(n1+1)tl i = 0.05152 x 0.6 x 14.1 x 9.5 x 1020+ 0.62217 x (4+1) x 32.5 x 5.0640 x (4+3) x 20+ 0.1632 x 0.6 x (4+1) x 108 x 110≈ 10847.28 million, and the total cost calculation results of the remaining schemes are shown in Table 3.

[0067] 9) Determine the engineering technical difficulty of different schemes, and select one scheme for calculation example: the main span L1= 200 m, the tower height H1= 32.5 m, the pier height G1= 14.5 m, and the foundation is pile foundation; according to the main span influence coefficient curve diagram of Figure 2, the tower height influence coefficient curve diagram of Figure 3, and the main span influence coefficient curve diagram of Figure 4, A1= 0.80, B1= 0.80, C1= 0.80, and D= 1 are obtained; then A1, B1, C1, and D are substituted into the formula β1= A1x B1x C1x D to calculate the engineering difficulty coefficient of the scheme: β1= 0.80 x 0.80 x 0.80 x 1.00 = 0.512, and the engineering difficulty coefficient calculation results of the remaining schemes are shown in Table 3.

[0068] 10) Considering the total cost and engineering technical difficulty, the preferred scheme is determined. Select one scheme for calculation example: the total cost S1of a certain scheme is approximately 10847.28 million, the engineering difficulty coefficient is β1= 0.512, the total cost of all schemes is S max ≈ 11828.8 million, The total cost is normalized: Then the scheme decision coefficient is calculated by using weighted average The scheme decision coefficient calculation results of the remaining schemes are shown in Table 3.

[0069] Table 3 Total cost and engineering technical difficulty coefficient table of different design schemes of high-speed railway multi-tower partial cable-stayed bridge

[0070] According to the scheme decision coefficient in Table 3, take ε i The smaller value and consider that the main span is not the same as the preferred scheme, after comparison, scheme 13 (ε i The value is 0.726) and scheme 16 (ε i The value is 0.746) can be determined as the preferred scheme, and the specific scheme is as follows:

[0071] Scheme 13: Span arrangement (132 + 3 x 240 + 132) m, tower height 36.7 m, main girder height 5.1 m - 10.2 m, pier height 19.3 m.

[0072] Scheme 16: Span arrangement (137.5 + 3 x 250 + 137.5) m, tower height 37.7 m, main girder height 5.2 m - 10.4 m, pier height 19.1 m.

[0073] Although the above embodiments have been described with reference to the accompanying drawings, it is to be understood that the present application is not limited to the embodiments disclosed and that various modifications and changes can be made thereto without departing from the scope of the application as set forth in the claims.

Claims

1. A parameterized design method for a high-speed railway multi-pylon partial cable-stayed bridge, characterized in that: The method comprises the following steps: According to the design influence condition of high-speed railway multi-tower partial cable-stayed bridge, according to the height from ground line to bridge surface and the situation of crossing channel, deep water area and traffic line, the initial value L of the length of bridge main bridge is preliminarily determined t ; The main span of the multi-tower partial cable-stayed bridge of the high-speed railway is proposed as L i The value sequence of the main span According to the initial value L of the length of the main bridge of the bridge t and the proposed main span L i The sequence is calculated in combination with the bridge site topographic conditions and navigation requirements. Combined with the main span L i The value sequence and the side-to-mid span ratio coefficient are used to determine the side span length, and the main bridge length L is adjusted according to the arrangement of the main span and side spans. ti ; According to the value sequence of the main span length L i , the tower height is calculated; The main span is L i The main beam section height is determined according to the value sequence of the main span, the design requirement of high-speed railway and the main beam section form. According to the value sequence of the main span L i , in combination with the railway line elevation and the beam height, and assuming that the foundation platform is located at the ground line, the pier height and underwater depth under each scheme are determined. According to all design schemes of main span sequence, side span length, bridge tower height and bridge pier height, total cost is calculated; Engineering technical difficulty of different schemes is calculated; Considering total cost and engineering technical difficulty, the optimal scheme of the multi-tower partial cable-stayed bridge of the high-speed railway is determined.

2. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The design influence conditions include bridge site topographic condition, hydrological condition, navigation requirement, crossing traffic line condition, railway grade and design speed, railway line elevation.

3. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: High-speed railway multi-tower partial cable-stayed bridge main span span L i The value sequence of the main span span L is: L0, L0+10, L0+20, L0+30, …, 350; wherein, L0 represents the minimum value of the main span span, and the maximum value of the minimum width limit of the channel and 200m; each item in the sequence represents a different main span span value, represented by L i . i The subscript i in L i indicates the i-th item in the main span span sequence, i=1, 2, 3, 4, …; that is: L1=L0, L2=L0+10, L3=L0+20, … 4. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The formula for calculating the number of main spans is: For different values in the main span span sequence, the corresponding main span number n is calculated according to the formula i : n1, n2, n3,...; wherein n is the number of main spans and is rounded down; L t is the initial value of the length of the main bridge; L i is the value in the sequence of main span lengths.

5. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The formula for calculating the side span span is: L si = ξL i ; for each item in the value sequence of the main span span, the low, medium and high values of ξ are determined respectively according to the side span span calculation formula si1 , L si2 , L si3 three schemes; In the formula, L si is the side span; ξ is the side midspan ratio coefficient, and is 0.55-0.60; L i is the value in the main span span sequence.

6. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The formula for calculating the bridge tower height is: Wherein, ψ is valued according to whether the main tower and the side tower are equal in height, when the main tower and the side tower are designed to be equal in height, ψ is valued at 2.5, when the main tower and the side tower are designed to be unequal in height, the side tower ψ is valued at 1.5 and the main tower ψ is valued at 2.0; In the formula, H i is the height of the tower; L i is the value in the sequence of main span spans; ψ is a value coefficient; μ represents the influence coefficient of the cable on the tower height, which is calculated by the number of cables tensioned on a single tower and the angle between the cable side and the main beam.

7. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The calculation formula of the main beam section beam height is: wherein h i is the height of the main girder section; b is the bridge deck width, determined according to the standard track gauge and the number of tracks of the high-speed railway and the width of the maintenance passage; γ is taken according to the position of the section, and the value of the section at the top of the pier is 3.6, the value of the section at the midspan is 1.8, and the value of the section between the top of the pier and the midspan is taken linearly; λ is taken according to the form of the main girder section.

8. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The total cost is calculated by the formula: S i = c1k1bh i L ti + c2(n i +1)H i + c3(n i +3)G i + rk2(n i +1)tl i ; wherein S i represents the total cost of different schemes; c1 represents the comprehensive cost of the main bridge concrete; c2 represents the average comprehensive cost per meter of the bridge tower; c3 represents the average comprehensive cost per meter of the bridge pier; r represents the average comprehensive cost per meter of the cable; t represents the number of cables on a single bridge tower; and l i represents the side cable length, which is determined according to the angle between the side cable and the main beam and the height of the bridge tower; c1, c2, c3 and r are determined according to the actual concrete cost, the steel strand cost, the material transportation conditions and the structural size parameters; k1 represents a main beam cross-sectional area reduction coefficient, which is taken as 0.6 in consideration of the variable cross-section of the main beam; and k2 represents a cable length reduction coefficient, which is taken as 0.6 in consideration of the unified calculation according to the side cable length.

9. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The calculation formula of the engineering technical difficulty is: β i = A i × B i × C i × D i ; In the formula, β i is the engineering difficulty; engineering A i represents the main span influence coefficient; B i represents the tower height influence coefficient; C i represents the pier height influence coefficient; D i represents the bridge foundation type influence coefficient; the specific determination method of each coefficient in the formula is: the main span L i and A i are established as a nonlinear function, A i according to the value of the main span, A i ∈(0, 1]; the tower height H i and B i are established as a nonlinear function, B i according to the value of the tower height, B i ∈(0, 1]; the pier height G i and C i are established as a nonlinear function, C i according to the value of the pier height, C i ∈(0, 1]; D i according to the value of the foundation type: the foundation type is a pile foundation, D i takes 1.0; the foundation type is a pipe column foundation, D i takes 1.1; the foundation type is a caisson foundation, D i takes 1.

2.

10. The parameterized design method of a multi-pylon partial cable-stayed bridge for high-speed railway according to claim 1, characterized in that: The total cost of the design scheme is normalized: The result is mapped between (0, 1]; the normalized total cost coefficient φ i is obtained; the engineering and technical difficulty coefficient β i is obtained; a weighted average is performed to establish a scheme decision formula: wherein φ i represents the cost coefficient of each design scheme after normalization; β i represents the engineering and technical difficulty coefficient; ω i represents the weight coefficient, which is adjusted according to local terrain conditions, transportation conditions, and material supply conditions; ε i represents the scheme decision coefficient; S imax represents the total cost sample value, S i represents the maximum value of the total cost sample. The decision coefficient ε i of different schemes is calculated according to the formula, and 2-3 optimal design schemes are determined by taking the smaller value of ε The method comprises the following steps: .

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