本文選題：獨(dú)柱墩 + 傾覆軸　； 參考：《長(zhǎng)安大學(xué)》2017年碩士論文

【摘要】：隨著城市車流量的日益增加,在超載大貨車偏載行駛的情況下,全國(guó)已經(jīng)發(fā)生多起獨(dú)柱墩橋梁整體坍塌事故。本文以實(shí)際工程為背景,借助有限元軟件Midas建立不同橋梁跨徑、橋梁跨數(shù)、橋梁曲率半徑、中墩支座偏心值來分析獨(dú)柱墩橋梁最不利傾覆軸線的選取,并得出上述影響因素對(duì)獨(dú)柱墩橫向穩(wěn)定系數(shù)的影響規(guī)律,同時(shí)又對(duì)獨(dú)柱墩縱向單車過橋最大荷載進(jìn)行了探討。本文的研究成果對(duì)提高已建獨(dú)柱墩橋梁的使用壽命與安全系數(shù),對(duì)橋梁結(jié)構(gòu)安全運(yùn)營(yíng)具有重要的理論價(jià)值和現(xiàn)實(shí)意義。本文主要內(nèi)容如下:(1)對(duì)不同橋型進(jìn)行理論與模型論證得出:直線橋梁聯(lián)端外側(cè)支座連線即為橋梁上部結(jié)構(gòu)傾覆軸線;曲線橋梁聯(lián)端外側(cè)支座連線以外不存在其它中墩支座時(shí),則橋梁兩聯(lián)端外側(cè)支座連線即為唯一的傾覆軸線;曲線橋梁聯(lián)端外側(cè)支座連線以外存在中墩支座時(shí),則跨中相鄰兩支座連線為最不利傾覆軸線;(2)通過有限元模型建立不同橋梁跨徑、橋梁曲率半徑、中墩支座偏心值進(jìn)行抗傾覆穩(wěn)定性分析,得出在相同條件下,曲線橋梁隨著曲率半徑的增大,抗傾覆穩(wěn)定系數(shù)先減小后增大;穩(wěn)定系數(shù)隨著跨徑的增大而增大;適當(dāng)增加中墩支座偏心可以增強(qiáng)獨(dú)柱墩橋梁橫向穩(wěn)定性;(3)借助工程實(shí)例進(jìn)行縱向單車過橋最大荷載分析,為現(xiàn)役獨(dú)柱墩橋梁運(yùn)營(yíng)階段提供相關(guān)借鑒;(4)以略陽(yáng)互通式立交匝道2號(hào)橋?yàn)楣こ瘫尘斑M(jìn)行了橫向抗傾覆穩(wěn)定性能與縱向單車過橋最大荷載分析,提出縱向單車限載相關(guān)建議。
[Abstract]:With the increasing of urban traffic, there have been many accidents of single pillar pier bridge collapse in the whole country under the condition of overloading and heavy truck driving. In this paper, with the help of the finite element software Midas, different bridge span, bridge span number, bridge curvature radius and eccentric value of middle pier support are established to analyze the selection of the most unfavorable overturning axis of single-column bridge. The influence of the above factors on the lateral stability coefficient of single column pier is obtained, and the maximum load of single column pier longitudinal bridge is also discussed. The research results of this paper have important theoretical value and practical significance for improving the service life and safety factor of the bridge with single column pier and for the safe operation of bridge structure. The main contents of this paper are as follows: (1) the theoretical and model demonstration of different bridge types shows that the line of the lateral support of the connecting end of the straight bridge is the overturning axis of the superstructure of the bridge, and when there is no other support of the middle pier outside the line of the lateral support of the coupling end of the curved bridge, Then the connection of the lateral support of the two ends of the bridge is the only overturning axis, and when there is the support of the middle pier outside the line of the lateral support of the coupling end of the curved bridge, Then the line between the two adjacent supports is the most unfavorable overturning axis. (2) through the finite element model, different bridge span, bridge curvature radius, eccentric value of the middle pier support are analyzed, and the results show that under the same conditions, With the increase of curvature radius, the stability coefficient of curved bridge decreases first and then increases, and the stability coefficient increases with the increase of span. Increasing the eccentricity of the middle pier support can enhance the lateral stability of the bridge with single column pier. (3) the maximum load analysis of the longitudinal single bridge is carried out with the aid of engineering examples. (4) taking the No.2 bridge of Lueyang Interchange ramp as the engineering background, the lateral anti-capsizing stability performance and the maximum load of the longitudinal bridge are analyzed, and the relevant suggestions on the load limit of the longitudinal bicycle are put forward.
【學(xué)位授予單位】：長(zhǎng)安大學(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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本文編號(hào)：2082209