本文選題：連續(xù)剛構(gòu)橋梁 + 沖擊系數(shù)��； 參考：《寧夏大學(xué)》2017年碩士論文

【摘要】：隨著國(guó)家路網(wǎng)的全方位覆蓋,現(xiàn)階段采用、備選的公路橋梁實(shí)施方案中,尤以跨越能力突出、施工工法完善、技術(shù)工藝成熟的高墩大跨徑預(yù)應(yīng)力混凝土連續(xù)剛構(gòu)橋梁同時(shí)具備了經(jīng)濟(jì)效益好和節(jié)約施工周期等優(yōu)點(diǎn),獲得了較高頻率的使用。尤其是在當(dāng)前“一帶一路”的戰(zhàn)略部署下,此橋型在跨越西部高原山區(qū)有著顯著的優(yōu)越性,但在當(dāng)前背景下,缺乏對(duì)已服役的路網(wǎng)核心橋梁的沖擊系數(shù)及其現(xiàn)行影響分析研究。在項(xiàng)目全周期階段,不論是設(shè)計(jì)、施工階段還是服役階段,沖擊系數(shù)是關(guān)乎橋梁動(dòng)力特性極其重要的參數(shù)。在橋梁服役階段定期進(jìn)行承載能力評(píng)估中,橋梁的動(dòng)力增長(zhǎng)效應(yīng)實(shí)際上一般以沖擊系數(shù)的形式顯示其影響大小,據(jù)此,沖擊系數(shù)研究?jī)r(jià)值凸顯。本文總結(jié)了沖擊系數(shù)的計(jì)算取值方式,并分別指出其相應(yīng)的優(yōu)點(diǎn)與不足;在此基礎(chǔ)上,提出了以車輛—橋梁相互作用模型進(jìn)行有限元法分析作為研究沖擊系數(shù)計(jì)算方法的工具,得到橋梁結(jié)構(gòu)的動(dòng)力響應(yīng)下的動(dòng)撓度、動(dòng)彎矩、豎向加速度等曲線,根據(jù)動(dòng)力計(jì)算法得出在役橋梁的沖擊系數(shù)。本文總結(jié)了現(xiàn)階段已有的車輛—橋梁相互作用分析方法,同時(shí)多角度比較了已有方法的全過(guò)程方式方法,粗淺的提出了優(yōu)點(diǎn)以及尚存在的紕漏。以此為基礎(chǔ),本文提出更優(yōu)解決方案,并與已有的研究成果進(jìn)行對(duì)比分析,認(rèn)定此法的可行性、準(zhǔn)確度。此后,以寧夏境內(nèi)某工程實(shí)例為背景,運(yùn)用上述方法,對(duì)該橋控制截面進(jìn)行了與特大橋服役階段相對(duì)應(yīng)的、簡(jiǎn)化的14種工況組合分析,得到了相應(yīng)的動(dòng)撓度、動(dòng)彎矩及其相應(yīng)的沖擊系數(shù)以及橋梁的豎向加速度等參數(shù),得到了該橋各控制截面各工況下的動(dòng)撓度響應(yīng)及沖擊系數(shù)變化規(guī)律、動(dòng)彎矩響應(yīng)及沖擊系數(shù)變化規(guī)律、豎向加速度響應(yīng)規(guī)律,并且將現(xiàn)行沖擊系數(shù)設(shè)計(jì)規(guī)范與上述方法得到的參數(shù)相比較。通過(guò)上述研究,得到了該橋的沖擊系數(shù)設(shè)計(jì)值偏于不安全,并根據(jù)得到的沖擊系數(shù)變化規(guī)律提出了相應(yīng)的措施,提出了采用加裝液態(tài)阻尼粘滯器的措施,保證該橋服役階段正常、平穩(wěn)的運(yùn)營(yíng),為國(guó)家高速公路網(wǎng)的運(yùn)營(yíng)提供有利的保障。
[Abstract]:With the comprehensive coverage of the national road network, at this stage, in the alternative highway and bridge implementation plan, especially in the case of outstanding leapfrogging capacity, the construction method is perfect. The long span prestressed concrete continuous rigid frame bridge with high piers and mature technology has the advantages of good economic benefit and saving construction cycle and has been used in higher frequency. Especially in the strategic deployment of "Belt and Road", this bridge has obvious advantages across the western plateau and mountainous areas. However, under the current background, there is a lack of analysis and research on the impact coefficient and its current impact of the core bridges in the road network. In the whole period of the project, whether in the design, construction or service stage, the impact coefficient is an extremely important parameter related to the dynamic characteristics of the bridge. In the periodic evaluation of the bearing capacity of the bridge in service stage, the dynamic growth effect of the bridge is generally shown in the form of the impact coefficient, so the research value of the impact coefficient is prominent. In this paper, the calculation method of impact coefficient is summarized, and its corresponding advantages and disadvantages are pointed out, and on this basis, the finite element analysis of vehicle-bridge interaction model is put forward as a tool to study the calculation method of impact coefficient. The dynamic deflection, bending moment and vertical acceleration of the bridge structure under dynamic response are obtained, and the impact coefficient of the existing bridge is obtained according to the dynamic calculation method. In this paper, the existing vehicle-bridge interaction analysis methods are summarized. At the same time, the full process methods of the existing methods are compared from different angles. The advantages and shortcomings of the existing methods are put forward. On this basis, this paper puts forward a better solution, and compares with the existing research results, and finds out the feasibility and accuracy of this method. Then, based on the example of a project in Ningxia, the control section of the bridge is analyzed by using the above method, which is corresponding to the service stage of the bridge, and the corresponding dynamic deflection is obtained. The dynamic bending moment and its corresponding impact coefficient, as well as the vertical acceleration of the bridge, are obtained. The dynamic deflection response and the impact coefficient change law, the dynamic moment response and the impact coefficient change law of the bridge under the different working conditions are obtained, and the dynamic bending moment response and the impact coefficient change law of the bridge are obtained. The law of vertical acceleration response is obtained, and the current design code for impact coefficient is compared with the parameters obtained by the above method. Through the above research, the design value of the impact coefficient of the bridge is found to be unsafe, and the corresponding measures are put forward according to the law of the change of the impact coefficient, and the measures of installing the liquid damping viscous device are put forward. It ensures the normal and smooth operation of the bridge, which provides favorable guarantee for the operation of the national highway network.
【學(xué)位授予單位】：寧夏大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：U441

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