本文選題：行車荷載　切入點：曲線箱梁　出處：《武漢工程大學》2015年碩士論文　論文類型：學位論文

【摘要】：曲線箱梁橋在交通工程方面有著極其廣泛的應用,它有著便捷、美觀、經(jīng)濟和便于敷設公共管線等優(yōu)點。但是在曲線箱梁橋的受力過程中,存在著剪力滯效應,并且忽略剪力滯效應所設計建造的橋梁存在著嚴重的安全隱患。目前,在靜載作用下曲線箱梁的剪力滯效應已經(jīng)得到了很多教授的研究。然而在動載的作用下,特別是最常作用在箱梁橋上的行車荷載的作用下,曲線箱梁的剪力滯效應還是少有研究成果。本文使用有限元分析軟件ANSYS,分析了簡支曲線箱梁在行車荷載作用下的剪力滯效應,得出了一些規(guī)律性的結(jié)論。本文總結(jié)了曲線箱梁中如曲率半徑、寬跨比和曲率中心角等結(jié)構(gòu)參數(shù)對剪力滯效應的影響,據(jù)此選出一套各個結(jié)構(gòu)參數(shù)都比較適當?shù)那�箱梁設計圖紙,并以此為基礎用SOLID65號單元建立出三維實體有限元模型。接著,針對目前汽車市場的實際情況設計了十八組行車荷載,分別考慮了10m/s、15m/s、20m/s三種車速和微型車、中型車、大型車三種車型,加載在有限元模型的內(nèi)、外兩種車道上進行計算。最終本文所得出了以下結(jié)論:箱梁在跨中截面的剪力滯系數(shù)是最大的,并且依次向箱梁兩端遞減,可以看出跨中截面是簡支曲線箱梁剪力滯效應的最不利截面;行車荷載作用處剪力滯效應較其它位置的嚴重;不論是行駛在外道還是內(nèi)道,處于兩腹板之間的頂板的剪力滯效應較之于腹板處的要小,整體而言呈現(xiàn)M型,而且底板處于中間部分的剪力滯系數(shù)變化不大,底板兩端部分的則明顯大于中間部分的;當車輛的行駛速度在10m/s到20m/s之間時,隨著速度的增加,箱梁頂板剪力滯系數(shù)在減小,底板的剪力滯系數(shù)先增大后減小。
[Abstract]:Curved box girder bridge is widely used in traffic engineering. It has the advantages of convenient, beautiful, economical and easy to lay public pipelines. However, there is shear lag effect in the stress process of curved box girder bridge. At present, the shear lag effect of curved box girder under static load has been studied by many professors. However, under the action of dynamic load, the shear lag effect of curved box girder has been studied by many professors. Especially under the action of traveling load on box girder bridge, the shear lag effect of curved box girder is seldom studied. In this paper, the shear lag effect of simply supported curved box girder under traffic load is analyzed by using finite element analysis software ANSYS. Some regular conclusions are obtained. The influence of structural parameters such as radius of curvature, ratio of width to span and angle of center of curvature on shear lag effect in curved box girder is summarized in this paper. Based on this, a set of curved box girder design drawings with appropriate structural parameters is selected, based on which a three-dimensional solid finite element model is established by using SOLID65 element. According to the actual situation of the present automobile market, 18 sets of driving loads were designed, and three kinds of vehicle speeds (10m / s), 15m / s (15m / s) and 20m / s (20m / s) were considered, respectively, and three types of vehicles, small, medium and large, were loaded in the finite element model. Finally, the following conclusions are drawn: the shear lag coefficient of box girder in the middle section of span is the largest, and the shear lag coefficient decreases to both ends of box girder in turn. It can be seen that the middle section of span is the most unfavorable section of the shear lag effect of simply supported curved box girder. The shear lag effect of the roof between the two web plates is smaller than that of the web, and the shear lag coefficient of the bottom plate in the middle part has little change, and the shear lag coefficient between the two ends of the bottom plate is obviously larger than that of the middle part. When the speed of the vehicle is between 10 m / s and 20 m / s, the shear lag coefficient of the top plate of the box girder decreases with the increase of the speed, and the shear lag coefficient of the bottom plate increases first and then decreases.
【學位授予單位】：武漢工程大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U441

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