本文選題：橋梁工程　切入點：偏位成因分析　出處：《長安大學》2015年碩士論文

【摘要】：論文針對中、小跨徑橋梁中普遍存在而又極易被人忽視的橋梁偏位問題展開研究。首先對橋梁在各種內(nèi)外因素下發(fā)生縱、橫向偏位現(xiàn)象進行了歸類,并在此基礎(chǔ)上采用數(shù)值方法完成了病害成因的驗證分析。其次,以依托工程為例,對橋梁偏位及糾偏施工的全過程進行仿真分析。最后提出了合理的糾偏施工和監(jiān)測方案,并通過現(xiàn)場糾偏實施驗證了研究成果的合理性。論文通過以上系統(tǒng)的研究,得出以下結(jié)論:(1)引起橋梁偏位的因素主要分為內(nèi)因和外因兩種,其中內(nèi)因有橋梁平面曲率、支座布置、收縮徐變等;外因有溫度作用、車輛荷載、伸縮縫堵塞和卡死、支座不均勻沉降等。(2)溫度作用是引起梁體偏移的主要原因,尤其是曲線梁橋更為突出。其次活載作用的影響也不容忽視。在排除偶然事件(如地震、車船撞擊等)的影響,溫度作用一項引起的偏移量往往大于其他所有因素的總和。(3)曲率半徑也是造成梁體偏移的主要原因之一。隨著曲率半徑的減小,其對橫向偏位的影響逐漸增大,對縱向偏位的影響逐漸減小,因此,當曲率半徑較小時,以橫向偏位研究為主;當曲率半徑較大時,以縱向偏位研究為主。(4)由于伸縮縫的卡死或堵塞,使得梁體的升降溫邊界條件不同(卡死或堵塞限制了梁的伸長但沒有限制縮短),會引起梁在溫度作用下的“爬行”,使偏移量大幅增加,此問題在曲線梁橋尤為突出。(5)支座設(shè)置形式對梁體的偏移量影響顯著。文中對兩組、四種具有代表性的支座分布形式進行了分析。分析發(fā)現(xiàn),對于彎橋選擇中間固定,其余采用縱向活動、橫向約束的支座形式對梁體的偏位預(yù)防效果最好。(6)多梁式橋梁的頂升過程受力非常復(fù)雜,建議應(yīng)在施工時對頂升斷面的應(yīng)力變化進行重點監(jiān)測。此外,為了降低頂升斷面的應(yīng)力峰值,頂升時也應(yīng)將相鄰支點頂升一定高度。(7)彎橋一聯(lián)中橋跨過多(結(jié)構(gòu)單元過長)也會影響到偏移量的變化(偏移量會增大),尤其對兩端縱向偏位的影響較大。
[Abstract]:In this paper, the problem of bridge deflection, which is common in small span bridges and is easy to be neglected, is studied in this paper.In this paper, the longitudinal and transverse deflection of the bridge is classified under various internal and external factors, and based on this, the cause of the disease is verified and analyzed by numerical method.Secondly, the whole process of bridge deflection and rectifying construction is simulated and analyzed by taking the supporting project as an example.Finally, a reasonable scheme of rectifying construction and monitoring is put forward, and the rationality of the research result is verified by the implementation of correction on the spot.Based on the above systematic research, the following conclusions are drawn: (1) the main causes of bridge deflection are internal and external factors, including plane curvature of bridge, support arrangement, shrinkage and creep, external factors, temperature, vehicle load, and so on, and the following conclusions can be obtained: (1) the main causes of bridge deflection are internal and external factors, such as plane curvature of bridge, support arrangement, shrinkage and creep, etc.The effect of temperature on the blockage and clamping of expansion joints, uneven settlement of supports, etc.) is the main cause of beam body deviation, especially the curved girder bridge is more prominent.Secondly, the influence of live load can not be ignored.When excluding the influence of accidental events (such as earthquakes, vehicle-ship impacts, etc.), the curvature radius caused by one term of temperature action is often larger than the sum of all other factors. The curvature radius is also one of the main causes of beam migration.With the decrease of curvature radius, the influence on transverse deviation increases gradually, and the influence on longitudinal deviation decreases gradually. Therefore, when the curvature radius is small, the study of transverse deviation is the main one, and when the curvature radius is large,Due to the clamping or blockage of the expansion joints, the boundary conditions for the rise and cooling of the beam body are different (the clamping or blockage limits the elongation of the beam but does not limit the shortening of the beam, which will lead to the "creep" of the beam under the action of temperature.The offset is greatly increased, especially in curved girder bridge. This problem has a significant effect on the deflection of beam body.In this paper, two groups, four representative support distribution forms are analyzed.It is found that, for the curved bridge with intermediate fixation, the rest with longitudinal movement and transverse constraint supports have the best preventive effect on the deflection of beam body, and the uplift process of multi-beam bridge is very complicated.It is suggested that stress change of uplift section should be monitored emphatically during construction.In addition, in order to reduce the peak stress of the uplift section,When lifting, the adjacent fulcrum should be lifted up to a certain height.) too much span (too long structural unit) in the bridge with curved bridge will also affect the change of the offset (the offset will increase, especially the influence on the longitudinal deviation of the two ends is greater.
【學位授予單位】：長安大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U445.7

【參考文獻】

相關(guān)期刊論文 前10條

1 田世清;石慶凡;唐賜明;李晏文;;李家灣大橋墩柱糾偏技術(shù)介紹[J];公路交通技術(shù);2013年01期

2 陳立鋒;吳鵬松;袁航;;多點橫向頂推旋轉(zhuǎn)法糾偏橋梁偏位施工技術(shù)[J];中外公路;2014年01期

3 許莉;房貞政;洪適;;預(yù)應(yīng)力混凝土曲線連續(xù)箱梁橋支座布置研究[J];南昌大學學報(工科版);2009年01期

4 彭環(huán)云;陳志勇;曾慶冬;;智能橋梁同步頂升系統(tǒng)在耒宜高速公路提質(zhì)改造工程中的應(yīng)用[J];遼寧省交通高等�？茖W校學報;2013年04期

5 郝曉明;李偉華;;匝道箱梁糾偏施工工藝探討[J];交通標準化;2012年13期

6 林俊能;;廣佛高速公路謝邊跨線橋梁體糾偏處理實踐[J];科技與企業(yè);2012年05期

7 譚世霖;;彎梁橋梁體偏移成因分析與處治[J];水運工程;2008年11期

8 趙穎華,李曉飛;多跨曲線橋在集中荷載和變溫作用下橫向位移[J];沈陽建筑工程學院學報(自然科學版);2004年02期

9 郭建強;;頂升工藝在城市立交橋糾偏加固工程中的應(yīng)用[J];科技資訊;2008年12期

10 吳徐華;袁述林;鄧爽;;橋墩立柱偏位分析與糾偏處治[J];公路工程;2013年01期

相關(guān)碩士學位論文 前2條

1 劉華;預(yù)應(yīng)力混凝土連續(xù)彎箱梁的側(cè)向位移研究[D];東南大學;2004年

2 徐毅;預(yù)應(yīng)力曲線連續(xù)箱梁橋徑向偏位影響因素及其對策研究[D];中國鐵道科學研究院;2014年

，

本文編號：1729113