發(fā)布時(shí)間：2018-08-29 16:07

【摘要】：近些年來(lái),國(guó)家的基礎(chǔ)設(shè)施建設(shè)正如火如荼的開展,特別是在公路和鐵路建設(shè)中,我們看到了越來(lái)越多鋼橋的身影,橋梁自身的結(jié)構(gòu)形式也趨于多樣化,設(shè)計(jì)水平及其施工技術(shù)愈加先進(jìn)合理。這其中,常見的鋼板梁橋更是伴隨著中國(guó)鐵路一路走來(lái),見證著現(xiàn)如今中國(guó)鐵路的迅猛發(fā)展。但是穩(wěn)定性作為鋼橋設(shè)計(jì)過(guò)程中的一個(gè)突出問(wèn)題,倘若處理的不夠得當(dāng)就會(huì)造成比較嚴(yán)重的工程事故,當(dāng)其作為一個(gè)整體發(fā)生失穩(wěn)的時(shí)候,梁將產(chǎn)生側(cè)向的彎曲以及發(fā)生宏觀層面上的扭轉(zhuǎn)變形。下承式鋼板梁橋的主梁與橋面系共同構(gòu)成了一個(gè)敞口框架,所以為了加強(qiáng)穩(wěn)定性能,提供足夠的強(qiáng)度作用,故而在橫梁和主梁之間設(shè)置了肱板,這是從構(gòu)造上彌補(bǔ)沒(méi)有上平縱聯(lián)所帶來(lái)的穩(wěn)定問(wèn)題。但肱板這一構(gòu)造,它所帶來(lái)的結(jié)構(gòu)強(qiáng)度以及結(jié)構(gòu)自身的穩(wěn)定性能,到底程度如何還需要進(jìn)一步討論。再者,傳統(tǒng)的下承式鋼板梁橋穩(wěn)定問(wèn)題的研究通常由于結(jié)構(gòu)自身的復(fù)雜性,被分成整體穩(wěn)定和局部穩(wěn)定這兩大部分分別進(jìn)行計(jì)算,如今由于結(jié)構(gòu)有限元技術(shù)的發(fā)展,可以把下承式鋼板梁橋完全作為一個(gè)整體探討其整體穩(wěn)定問(wèn)題。論文寫作思路如下:首先通過(guò)翻閱與鋼板梁橋相關(guān)的經(jīng)典教材,公路、鐵路規(guī)范以及相關(guān)文獻(xiàn)。概括鋼板梁橋穩(wěn)定性問(wèn)題計(jì)算方法以及與之相關(guān)的研究?jī)?nèi)容。分別總結(jié)規(guī)范中對(duì)公路鋼板梁橋、鐵路鋼板梁橋局部以及整體穩(wěn)定的規(guī)定。其次通過(guò)翻閱有限元書籍,總結(jié)有限元軟件MIDAS關(guān)于平板單元有限元方程,板單元施加荷載方法,板單元結(jié)果分析,單元之間的邊界條件與約束方程,應(yīng)用有限元方法對(duì)結(jié)構(gòu)進(jìn)行彈性屈曲分析等內(nèi)容,從而為下承式鋼板梁橋利用有限元方法進(jìn)行數(shù)值分析提供理論依據(jù)。然后運(yùn)用數(shù)值計(jì)算的手段,為保證結(jié)構(gòu)在發(fā)生整體失穩(wěn)前不出現(xiàn)局部失穩(wěn),參照規(guī)范對(duì)結(jié)構(gòu)局部穩(wěn)定方面的規(guī)定,在規(guī)范規(guī)定的范疇內(nèi)進(jìn)一步分析下承式鋼板梁橋的細(xì)部構(gòu)造對(duì)結(jié)構(gòu)局部穩(wěn)定性產(chǎn)生的影響,從而得到滿足規(guī)范局部穩(wěn)定要求的有限元模型。最后對(duì)滿足要求的有限元模型分別從有肱板和無(wú)肱板兩個(gè)方面進(jìn)行整體穩(wěn)定性分析,探究宏觀失穩(wěn)模態(tài)下結(jié)構(gòu)整體失穩(wěn)的臨界荷載,與規(guī)范規(guī)定的結(jié)構(gòu)整體穩(wěn)定內(nèi)容進(jìn)行計(jì)算匹配,從這兩個(gè)方面計(jì)算得出的臨界值上尋找差異性,從而可分析研究下承式鋼板梁橋的整體穩(wěn)定問(wèn)題。論文結(jié)論如下:(1)對(duì)有無(wú)肱板這兩種情況下的下承式鋼板梁橋進(jìn)行有限元分析后,得到的數(shù)據(jù)可知,當(dāng)加上肱板以后,對(duì)于下承式鋼板梁橋這樣的僅由主梁與橋面系共同構(gòu)成了一個(gè)敞口框架來(lái)說(shuō),進(jìn)一步加強(qiáng)了它的穩(wěn)定性能,其一可以對(duì)主梁的上翼緣板提供支撐作用,保證上翼緣板的穩(wěn)定性能;其二可以起到橫聯(lián)的作用并減少或預(yù)防主梁的偏斜。這可從下承式鋼板梁橋有無(wú)肱板這兩種情況的屈曲模態(tài)圖中得到印證,并且相應(yīng)所能承受的臨界荷載值有了一個(gè)較為明顯的提高,從未加設(shè)肱板時(shí)的238.78 kN,到加設(shè)肱板后的306.51 kN。臨界荷載值提升幅度為28%。(2)對(duì)加設(shè)肱板的下承式鋼板梁橋的整體穩(wěn)定驗(yàn)算中,從鐵路規(guī)范中算得的限值為270 MPa,而通過(guò)有限元計(jì)算得到的全橋最大彎曲應(yīng)力為279.52 MPa。兩者進(jìn)行比對(duì)可以得知,依據(jù)鐵路規(guī)范驗(yàn)算得到的整體穩(wěn)定性是偏于保守的,可以安全的應(yīng)用在實(shí)際工程的相關(guān)檢算當(dāng)中。由于規(guī)范中對(duì)于結(jié)構(gòu)的整體穩(wěn)定性采用的是近似計(jì)算方法,所以通過(guò)對(duì)具體的結(jié)構(gòu)進(jìn)行有限元分析所得到的結(jié)果,進(jìn)一步驗(yàn)證了規(guī)范規(guī)定對(duì)于下承式鋼板梁橋整體穩(wěn)定性驗(yàn)算的適用性。(3)運(yùn)用公路規(guī)范,算得的彎扭屈曲臨界彎矩為:M_(cr,z)=407.12kN.m,而根據(jù)有肱板的下承式鋼板梁橋有限元計(jì)算結(jié)果,并依據(jù)2.2.1節(jié)式(2.36)算得的彎扭屈曲臨界彎矩為:M_(cr)=388.42kN.m。結(jié)果對(duì)比公路規(guī)范規(guī)定算得值偏小,但是處在規(guī)范規(guī)定算得值±%5以內(nèi)。兩值進(jìn)行比對(duì)可以得知,依據(jù)公路規(guī)范驗(yàn)算得到的整體穩(wěn)定性是基本保守的,可以安全的應(yīng)用在實(shí)際工程的相關(guān)檢算當(dāng)中。
[Abstract]:In recent years, the national infrastructure construction is in full swing. Especially in the highway and railway construction, we see more and more steel bridges, the structure of the bridge itself tends to be diversified, the design level and construction technology become more advanced and reasonable. Along the way, witness the rapid development of China's railway. But stability as a prominent problem in the design process of steel bridges, if not properly handled, will lead to more serious engineering accidents, when it as a whole occurs instability, the beam will produce lateral bending and macro-level torsion. Deformation. The main girder and the deck system of the through steel plate girder bridge constitute an open frame, so in order to strengthen the stability performance and provide enough strength, the brachial plate is set between the beam and the main girder, which is a structural compensation for the stability problem caused by the lack of vertical and horizontal connection. Furthermore, the traditional research on the stability of through steel plate girder bridges is usually divided into two parts: the overall stability and the local stability, which are calculated separately because of the complexity of the structure itself. This paper discusses the overall stability of through steel plate girder bridges as a whole. The main ideas of this paper are as follows: Firstly, by referring to the classical textbooks related to steel plate girder bridges, highway, railway codes and related literature, the paper summarizes the calculation methods of stability of steel plate girder bridges and related research contents. Secondly, the finite element software MIDAS is used to summarize the finite element equation of plate element, the method of loading plate element, the result analysis of plate element, the boundary condition and constraint equation between elements, and the finite element method is used to carry out the elasticity of the structure. In order to provide a theoretical basis for the numerical analysis of through steel plate girder bridges by using finite element method, the local buckling analysis is carried out by means of numerical calculation in order to ensure that no local buckling occurs before the overall buckling occurs. The influence of the details of the through steel plate girder bridge on the local stability of the structure is studied, and the finite element model which meets the local stability requirements of the code is obtained. Boundary load is calculated and matched with the structural stability content stipulated in the code, and the difference is found from the critical value calculated from these two aspects, so that the overall stability of through steel plate girder bridge can be analyzed and studied. The obtained data show that, when the brachial plate is added, the stability of an open frame composed of only the main girder and the deck system, such as through steel plate girder bridge, is further strengthened. This can be verified by the buckling modal diagrams of through steel plate girder bridges with or without brachial plates, and the corresponding critical load values have been significantly increased, from 238.78 kN without brachial plates to 306.51 kN. with brachial plates. (2) In the checking calculation of the overall stability of the through steel plate girder bridge with brachial plates, the limit value calculated from the railway code is 270 MPa, while the maximum bending stress calculated by the finite element method is 279.52 MPa. The results of finite element analysis of concrete structures further verify the applicability of the code for checking the overall stability of through steel plate girder bridges. (3) Highway use. According to the code, the critical moment of bending and torsional buckling is M_ (cr, z) = 407.12kN.m, while the critical moment of bending and torsional buckling is calculated according to the finite element results of through steel plate girder bridges with brachial plates and 2.2.1 knot (2.36). The result is smaller than that of highway code, but less than (+%) 5. The comparison of the two values shows that the overall stability calculated according to the highway code is basically conservative and can be safely applied to the relevant checking calculation of practical projects.
【學(xué)位授予單位】：蘭州交通大學(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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