【摘要】：論文依據(jù)有限元分析的方法以新建鐵路麟游礦區(qū)至寶雞二電廠鐵路專用線路上的川口河特大橋（53.15+385+53.15）m為工程背景，用專業(yè)的大型橋梁有限元軟件MIDAS/CIVIL對該大跨度高墩連續(xù)剛構(gòu)橋建立有限元模型，探討了橋梁結(jié)構(gòu)的幾何非線性分析方法和求解方法。重點分析研究了在施工階段及使用階段該大跨度高墩連續(xù)剛構(gòu)橋的受力情況及穩(wěn)定性，論文還研究分析了該橋梁的施工監(jiān)控，討論了在施工過程中對該橋梁的線形和應力的監(jiān)控。最后得出了連續(xù)剛構(gòu)橋的穩(wěn)定系數(shù)及施工監(jiān)控結(jié)論。 以連續(xù)剛構(gòu)橋為例，論文首先討論在兩種荷載作用下，即縱向風荷載、橫向風載下橋墩的自體穩(wěn)定性。接著討論了橋梁在施工的最不利階段，即在最大懸臂狀態(tài)下、在風載作用下、掛藍正常工作及跌落時橋梁的穩(wěn)定性。最后講述了橋梁在建成以后，在動荷載對各跨的作用下，并考慮牽引力或制動力的作用下全橋的穩(wěn)定性。通過這些分析可以看出，在最大懸臂狀態(tài)時，尤其是掛藍不能正常工作時，橋梁的穩(wěn)定性最差。在成橋以后橋梁的整體穩(wěn)定性提高，這是因為成橋以后橋梁的整體聯(lián)系加強。應特別注意在施工過程中最大懸臂狀態(tài)時及掛藍的穩(wěn)定性，成橋后，，加載應盡量保持對稱均衡性，確保橋梁的穩(wěn)定性。由于在荷載組合1的作用下及全橋滿載時橋梁的穩(wěn)定性較差，所以選擇這兩個階段做該橋的非線性分析，可以得出非線性分析的穩(wěn)定性下降，但總體滿足穩(wěn)定性的設計要求。 論文最后一章分析了施工監(jiān)控的意義、必要性、內(nèi)容及方法，并以川口河大橋的為例對橋梁的施工監(jiān)控進行了詳細的說明，詳細列出了在各個施工過程中橋梁的累計位移和累計應力。最后得出由于施工監(jiān)控技術的應用，此橋的在施工過程及成橋后，橋梁的線形、應力的偏差都在合理的范圍之中，各項指標都滿足設計的要求。
[Abstract]:Based on the finite element analysis method, the paper takes Chuankou River Bridge (53.15 385 53.15) m as the engineering background. The finite element model of the long-span continuous rigid frame bridge with high piers is established with Midas / CIVIL, a professional finite element software of bridge, and the geometric nonlinear analysis method and solution method of bridge structure are discussed. The stress and stability of the long-span and high-pier continuous rigid frame bridge in the construction stage and the use stage are analyzed, and the construction monitoring of the bridge is also studied and analyzed in this paper. The monitoring of the line shape and stress of the bridge during construction is discussed. Finally, the stability coefficient and construction monitoring conclusion of continuous rigid frame bridge are obtained. Taking continuous rigid frame bridge as an example, this paper first discusses the self-stability of piers under two kinds of loads, that is, longitudinal wind load and transverse wind load. Then it discusses the most disadvantageous stage of the bridge construction, that is, under the maximum cantilever state, under the action of wind load, the stability of the bridge under the normal operation of the hanging blue and when the bridge falls. Finally, the stability of the bridge under the action of dynamic load on each span and considering the action of traction or braking force is discussed. Through these analyses, it can be seen that the stability of the bridge is the worst in the maximum cantilever state, especially when the hanging blue can not work properly. The overall stability of the bridge is improved after the completion of the bridge, which is due to the strengthening of the overall connection of the bridge after the completion of the bridge. Special attention should be paid to the stability of the maximum cantilever state and the hanging blue in the construction process. After the completion of the bridge, the load should be kept symmetrical and balanced as far as possible to ensure the stability of the bridge. Because of the poor stability of the bridge under the action of the load combination 1 and the full load of the whole bridge, the nonlinear analysis of the bridge in these two stages can be concluded that the stability of the nonlinear analysis decreases, but the overall stability meets the design requirements of the stability. In the last chapter of the paper, the significance, necessity, content and method of construction monitoring are analyzed, and the construction monitoring of Chuankouhe River Bridge is explained in detail, taking Chuankouhe River Bridge as an example. The accumulative displacement and stress of each bridge are listed in detail. Finally, due to the application of construction monitoring technology, the line shape and stress deviation of the bridge in the construction process and after the completion of the bridge are in a reasonable range, each index meets the requirements of the design.
【學位授予單位】：蘭州交通大學
【學位級別】：碩士
【學位授予年份】：2014
【分類號】：U445.4;U448.23

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