低配筋率高速鐵路橋墩抗震延性分析
發(fā)布時間：2018-10-22 20:00
【摘要】：受剛度控制等因素的制約,我國鐵路橋墩很多都采用了少配筋的重力式橋墩,包括低配筋率的高速鐵路橋墩。這些低配筋率橋墩(配筋率在0.5%以內(nèi))很難像公路規(guī)范或其他國外規(guī)范那樣進行延性設(shè)計;另一方面,由于鐵路橋橋墩截面尺寸大,即使進入塑性,其塑性變形也很小。這就意味著低配筋率鐵路橋墩的延性性能如何以及抗震能力需要開展研究。本文研究的主要內(nèi)容包括:(1)利用有限元分析軟件ANSYS建立了高速鐵路橋墩的實體模型,與實驗數(shù)據(jù)進行對比,驗證了模型的正確性;計算了不同配筋率、配箍率以及剪跨比下橋墩的各項延性性能以及破壞過程,并對結(jié)果進行了對比。結(jié)果表明:橋墩的滯回曲線均表現(xiàn)出明顯的捏攏效應(yīng),當(dāng)配筋率小于0.3%時,橋墩延性性能差,表現(xiàn)為脆性破壞;當(dāng)配筋率大于0.4%時,橋墩才表現(xiàn)出良好的塑性性能。(2)分析了剪跨比、縱筋配筋率與配箍率對橋墩各項延性指標(biāo)的影響。結(jié)果表明:縱筋配筋率是影響橋墩延性性能最主要的因素�？v筋配筋率的增加,可以明顯提高橋墩的極限位移以及位移延性系數(shù);橋墩的滯回耗能能力也得到明顯的增強,還能夠有效減緩橋墩剛度退化的速度。剪跨比的增加可以明顯提高橋墩的屈服位移,并且對橋墩的極限位移、位移延性系數(shù)以及滯回耗能能力有一定的幫助,但不如配筋率的影響作用明顯。相比較來說,配箍率對于橋墩的延性性能影響不大。(3)利用ANSYS建立了一座兩跨32m的簡支梁橋的有限元模型,并對其在縱橋向進行了動力非線性時程反應(yīng)分析。得到了不同墩高的橋墩在不同地震波、不同加速度峰值下,橋墩墩頂?shù)奈灰品磻?yīng)。將得到的墩頂最大位移反應(yīng)與橋墩縱橋向極限位移進行對比,給出了橋墩在不同加速度峰值下最低配筋率的建議值。并驗證了現(xiàn)行高速鐵路通用圖橋墩的抗震性能。
[Abstract]:Restricted by stiffness control and other factors, many railway piers in China adopt gravity piers with less reinforcement, including high-speed railway piers with low reinforcement ratio. It is very difficult to design the ductility of these piers with low reinforcement ratio (less than 0.5%) as the highway code or other foreign codes. On the other hand, due to the large section size of the piers of railway bridges, the plastic deformation of the piers is very small even if they enter into plasticity. This means that the ductility and seismic capacity of railway piers with low reinforcement ratio need to be studied. The main contents of this paper are as follows: (1) the solid model of bridge pier of high-speed railway is established by using the finite element analysis software ANSYS, and the validity of the model is verified by comparing with the experimental data, and the different reinforcement ratio is calculated. The ductility and failure process of piers under hoop ratio and shear span ratio are compared. The results show that the hysteretic curves of the piers show obvious pinch effect. When the reinforcement ratio is less than 0.3, the ductility of the piers is poor and the ductility is brittle, and when the reinforcement ratio is greater than 0.4, the ductility of the piers is poor, and when the reinforcement ratio is greater than 0.4, the ductility of the piers is poor. (2) the influence of shear span ratio, reinforcement ratio of longitudinal reinforcement and hoop ratio on ductility index of pier is analyzed. The results show that the reinforcement ratio of longitudinal reinforcement is the most important factor affecting the ductility of pier. The ultimate displacement and displacement ductility coefficient of bridge piers can be obviously increased with the increase of longitudinal reinforcement ratio, and the hysteretic energy dissipation capacity of bridge piers is also obviously enhanced, and the speed of stiffness degradation of piers can be effectively slowed down. The increase of shear span ratio can obviously increase the yield displacement of pier, and it is helpful to limit displacement, displacement ductility coefficient and hysteretic energy dissipation ability of bridge pier, but the effect of reinforcement ratio is less obvious than that of reinforcement ratio. By comparison, the hoop ratio has little effect on the ductility of piers. (3) the finite element model of a two-span simply supported beam bridge with 32m is established by using ANSYS, and the dynamic nonlinear time-history response analysis is carried out on the longitudinal bridge. The displacement responses of piers with different piers are obtained under different seismic waves and different acceleration peaks. The maximum displacement response of the pier top is compared with the ultimate displacement of the longitudinal bridge of the pier, and the minimum reinforcement ratio of the pier under different acceleration peaks is given. The seismic performance of the universal map pier of the current high-speed railway is verified.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U442.55
[Abstract]:Restricted by stiffness control and other factors, many railway piers in China adopt gravity piers with less reinforcement, including high-speed railway piers with low reinforcement ratio. It is very difficult to design the ductility of these piers with low reinforcement ratio (less than 0.5%) as the highway code or other foreign codes. On the other hand, due to the large section size of the piers of railway bridges, the plastic deformation of the piers is very small even if they enter into plasticity. This means that the ductility and seismic capacity of railway piers with low reinforcement ratio need to be studied. The main contents of this paper are as follows: (1) the solid model of bridge pier of high-speed railway is established by using the finite element analysis software ANSYS, and the validity of the model is verified by comparing with the experimental data, and the different reinforcement ratio is calculated. The ductility and failure process of piers under hoop ratio and shear span ratio are compared. The results show that the hysteretic curves of the piers show obvious pinch effect. When the reinforcement ratio is less than 0.3, the ductility of the piers is poor and the ductility is brittle, and when the reinforcement ratio is greater than 0.4, the ductility of the piers is poor, and when the reinforcement ratio is greater than 0.4, the ductility of the piers is poor. (2) the influence of shear span ratio, reinforcement ratio of longitudinal reinforcement and hoop ratio on ductility index of pier is analyzed. The results show that the reinforcement ratio of longitudinal reinforcement is the most important factor affecting the ductility of pier. The ultimate displacement and displacement ductility coefficient of bridge piers can be obviously increased with the increase of longitudinal reinforcement ratio, and the hysteretic energy dissipation capacity of bridge piers is also obviously enhanced, and the speed of stiffness degradation of piers can be effectively slowed down. The increase of shear span ratio can obviously increase the yield displacement of pier, and it is helpful to limit displacement, displacement ductility coefficient and hysteretic energy dissipation ability of bridge pier, but the effect of reinforcement ratio is less obvious than that of reinforcement ratio. By comparison, the hoop ratio has little effect on the ductility of piers. (3) the finite element model of a two-span simply supported beam bridge with 32m is established by using ANSYS, and the dynamic nonlinear time-history response analysis is carried out on the longitudinal bridge. The displacement responses of piers with different piers are obtained under different seismic waves and different acceleration peaks. The maximum displacement response of the pier top is compared with the ultimate displacement of the longitudinal bridge of the pier, and the minimum reinforcement ratio of the pier under different acceleration peaks is given. The seismic performance of the universal map pier of the current high-speed railway is verified.
【學(xué)位授予單位】：北京交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U442.55
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