本文關(guān)鍵詞：可應(yīng)急使用的快速裝配式鋼—砼組合橋梁關(guān)鍵構(gòu)造研究　出處：《重慶交通大學(xué)》2014年碩士論文　論文類型：學(xué)位論文

  更多相關(guān)文章： 應(yīng)急橋 長期橋 裝配式 鋼—砼組合結(jié)構(gòu) 橫向分布

【摘要】：橋梁由于自然災(zāi)害、結(jié)構(gòu)病害或超載等各種原因的橋梁垮塌斷裂等事故常有發(fā)生。由于橋梁通常為道路重要節(jié)點(diǎn)，橋梁中斷將極大的影響災(zāi)害救援、人車出行等，應(yīng)急臨時(shí)保通橋梁應(yīng)運(yùn)而生。傳統(tǒng)應(yīng)急橋梁（“321”貝雷鋼橋）搭建方便快捷，然而其僅可作為應(yīng)急臨時(shí)橋，后期需要拆除重建新橋，帶來交通中斷或再選橋位等其它問題。本文依托重慶市交通科學(xué)技術(shù)項(xiàng)目“快速裝配式應(yīng)急橋梁及其轉(zhuǎn)化為永久橋梁的技術(shù)研究”，提出了可應(yīng)急使用的快速裝配式鋼砼組合橋梁，對其構(gòu)造、設(shè)計(jì)及施工方法等進(jìn)行了研究，主要研究內(nèi)容及成果如下： ①可應(yīng)急使用的快速裝配式鋼－砼組合橋梁主梁為預(yù)制砼橋面板－鋼主梁組合結(jié)構(gòu)，既可較短時(shí)間內(nèi)恢復(fù)交通，確保救災(zāi)、出行等應(yīng)急需求，又可避免應(yīng)急橋梁與長期橋梁的重復(fù)建設(shè)，方便快捷的實(shí)現(xiàn)應(yīng)急橋到長期橋的轉(zhuǎn)化，有利于資源節(jié)約和環(huán)境保護(hù)。 ②快速裝配式鋼－砼組合橋梁在應(yīng)急修建時(shí)可根據(jù)應(yīng)急橋橋面板材料分為鋼橋面板應(yīng)急橋梁與混凝土橋面板應(yīng)急橋梁，鋼橋面板方案較混凝土橋面板方案施工速度更快，架設(shè)更方便，而轉(zhuǎn)化至長期橋梁時(shí)混凝土橋面板方案更為方便快捷。通過對兩種方案全過程受力分析，驗(yàn)證了其可行性。 ③可應(yīng)急使用的快速裝配式鋼－砼組合橋梁在應(yīng)急橋和長期橋階段時(shí)主梁結(jié)構(gòu)、設(shè)計(jì)荷載、強(qiáng)度剛度要求等各方面均有不同要求，本文對其設(shè)計(jì)方法進(jìn)行了研究�；诮Y(jié)構(gòu)優(yōu)化理論，以材料費(fèi)用最少為目標(biāo)函數(shù)，，建立以主梁鋼與砼應(yīng)力控制為條件方程，在組合梁截面特性計(jì)算中采用合理假定和簡化，提出鋼－砼組合梁設(shè)計(jì)優(yōu)化方法并通過matlab完成程序?qū)崿F(xiàn)。該優(yōu)化計(jì)算程序可根據(jù)橋跨、橋?qū)�、荷載要求等參數(shù)快速計(jì)算出主梁數(shù)量、截面型式及尺寸等主要參數(shù)推薦值。 ④針對可應(yīng)急使用的快速裝配式鋼-砼組合橋梁構(gòu)造及施工要求，采用鋼桁架橫聯(lián)構(gòu)造，利用有限元Abaqus建立精細(xì)化實(shí)體模型分析鋼桁架力學(xué)行為并進(jìn)行構(gòu)造設(shè)計(jì)。橫聯(lián)采用上下弦不對稱設(shè)計(jì)，在鋼桁架橫聯(lián)上弦桿頂部設(shè)置具有承托橋面板邊緣作用的承托鋼板，減小橋面板縫隙兩側(cè)在車輪荷載作用下的位移差值。分析表明設(shè)置承托鋼板比不設(shè)置承托鋼板的橋面板位移差值減小21.23%~54.45%。 ⑤通過采用MIDAS對橋梁橫向分布性能進(jìn)行參數(shù)分析，將梁格空間有限元計(jì)算結(jié)果與傳統(tǒng)方法結(jié)果進(jìn)行對比分析。提出通過修正計(jì)算橋面板厚度的方法得到的適用于類似工字鋼混凝土橋面板組合結(jié)構(gòu)橋梁的修正鉸接板（梁）法。比較表明，修正鉸接板（梁）法計(jì)算結(jié)果與梁格空間有限元結(jié)果吻合較好。
[Abstract]:Bridge collapse and fracture often occur due to natural disasters, structural diseases or overloading. Because bridges are usually important nodes, bridge interruption will greatly affect disaster relief. People and vehicles travel, emergency temporary bridge came into being. Traditional emergency bridge ("321" Bailey steel bridge) is convenient and fast to build, but it can only be used as an emergency temporary bridge, the late need to dismantle and rebuild a new bridge. This paper relies on Chongqing transportation science and technology project "the technology research of rapid prefabricated emergency bridge and its transformation into permanent bridge". The structure, design and construction methods of fast assembled steel-concrete composite bridge which can be used in emergency are put forward. The main research contents and results are as follows: The main beam of the steel-concrete composite bridge which can be used in emergency is the composite structure of precast concrete deck slab and steel main beam, which can restore the traffic in a short time, ensure the emergency demand such as disaster relief, travel and so on. It can avoid the repeated construction of emergency bridge and long-term bridge, and realize the transformation from emergency bridge to long-term bridge conveniently and quickly, which is beneficial to the conservation of resources and environmental protection. (2) the composite steel-concrete bridge can be divided into steel bridge deck emergency bridge and concrete bridge deck emergency bridge according to the material of emergency bridge deck during emergency construction. The construction speed of steel bridge slab is faster than that of concrete deck, and the erection is more convenient, and the concrete deck is more convenient and fast when it is converted to the long-term bridge. Through the analysis of the whole process force of the two schemes. The feasibility is verified. (3) there are different requirements on the main beam structure, design load, strength and stiffness requirements of the emergency bridge and the long term bridge in the emergency stage of the rapidly assembled steel-concrete composite bridge. In this paper, the design method is studied. Based on the theory of structural optimization and taking the minimum material cost as the objective function, the stress control equation of main beam steel and concrete is established. Based on reasonable assumption and simplification, the design optimization method of steel-concrete composite beam is put forward and realized by matlab program, which can be calculated according to the span and width of the bridge. The parameters such as load requirement can be used to calculate the recommended values of the main parameters such as the number of the main beam, the type of section and the size of the main beam. 4 according to the construction and construction requirements of the fast assembly steel-concrete composite bridge which can be used in emergency, the steel truss transverse structure is adopted. The mechanical behavior of steel truss is analyzed and the structural design is carried out by using the finite-element Abaqus model. The upper and lower chords are asymmetrically designed. At the top of the chord on the transverse connection of the steel truss, a bearing steel plate with the effect of the edge of the supporting bridge deck plate is arranged. The analysis shows that the displacement difference between the two sides of the bridge deck plate under wheel load is reduced by 21.23% and 54.45% than that of the bridge deck plate without supporting steel plate, and the analysis shows that the displacement difference between the two sides of the bridge deck slab is reduced by 21.23% or 54.45%. (5) the parameter analysis of the lateral distribution performance of the bridge is carried out by using MIDAS. The results of finite element analysis of beam lattice space are compared with those of the traditional method. A modified articulation method is proposed, which is suitable for bridges with similar I-shaped steel concrete deck slab composite structure by modifying the thickness of bridge deck slab. Board (. Beam) method. The calculated results of the modified hinged plate (beam) method are in good agreement with the finite element results of the beam lattice.
【學(xué)位授予單位】：重慶交通大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U442.5

【參考文獻(xiàn)】

相關(guān)期刊論文 前10條

1 姚婉春;張?jiān)撇?祁神軍;;PC結(jié)構(gòu)體系下疊合梁與疊合板組合構(gòu)造措施研究[J];福建建筑;2012年02期

2 范亮;周志祥;;鋼箱-混凝土組合構(gòu)件約束混凝土本構(gòu)關(guān)系[J];公路交通科技;2010年04期

3 葉獻(xiàn)國;華和貴;徐天爽;王德才;;疊合板拼接構(gòu)造的試驗(yàn)研究[J];工業(yè)建筑;2010年01期

4 張先蓉;胡佳安;;武漢二七長江大橋6×90m鋼-混組合連續(xù)梁設(shè)計(jì)[J];世界橋梁;2012年04期

5 馮建剛;秦志軍;趙秀文;;鋼混組合箱梁橋設(shè)計(jì)與施工[J];公路交通科技(應(yīng)用技術(shù)版);2010年06期

6 桂水榮;陳水生;;T形梁的組合板—梁橋荷載橫向分布系數(shù)研究[J];華東交通大學(xué)學(xué)報(bào);2009年03期

7 劉寒冰;劉天明;張?jiān)讫?;鋼-混凝土組合連續(xù)梁抗彎性能[J];吉林大學(xué)學(xué)報(bào)(工學(xué)版);2009年06期

8 劉利波;唐可;;地下室樓蓋中鋼—混凝土組合梁計(jì)算問題討論[J];山西建筑;2007年06期

9 方必紀(jì);胡夏閩;唐偉;;帶加勁肋的腹板開洞組合梁計(jì)算方法[J];江蘇建筑;2013年04期

10 聶建國;趙潔;;鋼板-混凝土組合簡支梁的試驗(yàn)研究[J];土木工程學(xué)報(bào);2008年12期

相關(guān)博士學(xué)位論文 前1條

1 范亮;鋼箱—混凝土組合拱截面受力行為與設(shè)計(jì)原理研究[D];西南交通大學(xué);2010年

本文編號：1435619