【摘要】：由于曲線梁橋能夠很好的適應(yīng)地形環(huán)境、實(shí)現(xiàn)各向交通的互通互達(dá),同時(shí)線條流暢、明快,具有律動(dòng)感,因此在城市立體交通和高等級公路中得到了廣泛的應(yīng)用,且以箱梁橋?yàn)橹鳌Ｓ捎谇�梁橋的受力和變形特點(diǎn)與直線梁橋相差較大,但設(shè)計(jì)和施工中對此認(rèn)識(shí)不到位,以致全國各地曲線梁橋出現(xiàn)了一些病害,歸結(jié)起來有:梁體整體的平面位移;梁體外側(cè)翻轉(zhuǎn)傾覆;下部墩柱失穩(wěn)造成的上部梁體坍塌,這些事故給社會(huì)造成了不良的影響和經(jīng)濟(jì)損失。這些現(xiàn)象均屬于曲線梁橋的整體穩(wěn)定性問題,因此設(shè)計(jì)中如何提高曲線梁橋的整體穩(wěn)定性,避免橋梁結(jié)構(gòu)穩(wěn)定性的先天不足,則顯得至關(guān)重要。論文從曲線梁橋的穩(wěn)定性幾何設(shè)計(jì)、抗傾覆設(shè)計(jì)、支承體系設(shè)計(jì)等方面進(jìn)行了探討,尤其是對支承體系設(shè)計(jì)問題,論文運(yùn)用MIDAS計(jì)算軟件進(jìn)行數(shù)值建模分析,從梁體平面約束支承、梁體抗扭支承、墩梁固結(jié)設(shè)計(jì)三個(gè)方面分三個(gè)專章進(jìn)行了研究,即論文的第四、五、六章內(nèi)容。曲線梁橋徑向位移的產(chǎn)生一部是由于純平面力(整體溫度、混凝土收縮、離心力、制動(dòng)力)的作用;另一部分則是由于梁體扭矩變形而引起的徑向位移。梁體受到的橫向約束剛度越大,梁體在平面作用力下產(chǎn)生的徑向位移值越小,但同時(shí)約束支座的徑向支反力也越大,因此設(shè)計(jì)中應(yīng)根據(jù)具體的情況綜合考慮,一般而言墩梁固結(jié)的橫向剛度大于固定支座的橫向剛度。曲線梁橋切向位移約束不宜太強(qiáng),否則梁體在整體溫度、混凝土收縮等作用下,將產(chǎn)生平面反拱,增大徑向位移。設(shè)置抗扭支座的位置將產(chǎn)生很大的扭矩內(nèi)力,從而調(diào)整梁體的扭矩分布,墩梁固結(jié)較抗扭雙支座調(diào)整扭矩的作用明顯。對于獨(dú)柱墩采用預(yù)設(shè)支點(diǎn)偏心方式可調(diào)整扭矩分布,附加反向扭矩與偏心值成線性關(guān)系,在中、邊墩同時(shí)進(jìn)行偏心,將加強(qiáng)扭矩調(diào)整的程度,基本上是僅偏心中墩時(shí)調(diào)整扭矩值的2倍。當(dāng)曲率較大時(shí),預(yù)設(shè)支承偏心不能完全消除內(nèi)側(cè)支座受拉的狀態(tài),此時(shí)則應(yīng)調(diào)整抗扭支座間距,避免脫空。采用墩梁固結(jié)方式可以調(diào)節(jié)梁體扭矩分布,避免出現(xiàn)支座脫空。但是墩梁固結(jié)使曲線梁橋形成了一個(gè)小剛構(gòu)結(jié)構(gòu)體系,墩和梁協(xié)同受力和變形。隨著墩高的降低,線剛度的增加,除制動(dòng)力和離心力外,墩頂其余荷載效應(yīng)也在增加,特別是墩頂縱橋向彎矩My值影響較大,軸向力N影響可忽略不計(jì)。當(dāng)墩高不變,隨著固結(jié)墩個(gè)數(shù)的增加,墩頂軸力和橫橋向彎矩變化不大,縱橋向彎矩的增加較多,除制動(dòng)力荷載外,其他荷載產(chǎn)生的My值隨著固結(jié)個(gè)數(shù)的增加而增加。因此在墩梁固結(jié)設(shè)計(jì)時(shí),應(yīng)綜合曲線橋梁上下部結(jié)構(gòu)受力綜合考慮,權(quán)衡利弊。當(dāng)墩高矮小于5-10m,線剛度較大時(shí),固結(jié)的墩應(yīng)越少,同時(shí)避免對聯(lián)長較長的邊墩進(jìn)行對稱性固結(jié)。
[Abstract]:Because the curved girder bridge can adapt to the terrain environment very well, realize the intercommunication and mutual access of the various directions traffic, at the same time the lines are smooth, bright and quick, have the rhythm sense, so it has been widely used in the city three-dimensional traffic and the high-grade highway. And the main box girder bridge. Because the stress and deformation characteristics of curved girder bridge are quite different from that of straight beam bridge, but in the design and construction of the curved girder bridge, there are some diseases in the design and construction, which can be summed up as follows: the plane displacement of the whole beam body; The overturning and overturning of the outside of the beam and the collapse of the upper beam caused by the instability of the lower pier have caused adverse effects and economic losses to the society. These phenomena all belong to the whole stability problem of curved girder bridge, so how to improve the overall stability of curved girder bridge and avoid the inherent shortage of bridge structure stability is very important in the design. In this paper, the stability geometric design, anti-overturning design and support system design of curved girder bridge are discussed. Especially, the design of supporting system is discussed, and the numerical modeling analysis is carried out by using MIDAS software. There are three chapters in this paper, namely, the fourth, fifth and sixth chapters, from three aspects: plane constrained support, torsional support and consolidation design of pier beam. The radial displacement of curved girder bridge is partly caused by the pure plane force (integral temperature, concrete shrinkage, centrifugal force, braking force) and partly by the radial displacement caused by the torsional deformation of the beam body. The larger the transverse restraint stiffness of the beam is, the smaller the radial displacement of the beam is under the plane force, but at the same time, the larger the radial support reaction force of the restrained support is, so the design should be considered comprehensively according to the concrete situation. Generally speaking, the transverse stiffness of pier beam consolidation is greater than that of fixed support. The tangential displacement constraint of curved girder bridge should not be too strong, otherwise the beam body will produce plane reverse arch and increase radial displacement under the action of integral temperature and concrete shrinkage. Setting the position of torsional bearing will produce great internal force of torque, thus adjust the distribution of torque of beam body, and the effect of adjusting torque of pier beam consolidation is more obvious than that of anti-torsion double support. The torque distribution can be adjusted by preset pivot eccentricity for the single column pier, and the additional reverse torque is linearly related to the eccentricity value. In the middle and side pier, the degree of torque adjustment will be strengthened if the eccentric is carried out at the same time. Basically is only the eccentric middle pier when adjusts the torque value 2 times. When the curvature is large, the eccentricity of the preset bearing can not completely eliminate the tension state of the inner bearing, and the distance between the torsion bearing should be adjusted to avoid the void. The torque distribution of the beam can be adjusted by means of the consolidation of piers and beams, and the pedestal detachment can be avoided. However, the consolidation of pier and beam makes the curved beam bridge form a small rigid frame structure system. With the decrease of pier height and the increase of linear stiffness, the load effect on the pier top is also increasing except for the braking force and centrifugal force, especially the My value of the longitudinal bridge bending moment at the top of the pier is greatly affected, but the influence of the axial force N is negligible. When the pier height is constant, with the increase of the number of consolidation piers, the axial force at the top of the pier and the bending moment of the transverse bridge do not change much, but the bending moment of the longitudinal bridge increases more. The My value generated by other loads increases with the increase of the number of consolidation loads except for the braking force. Therefore, in the design of pier and beam consolidation, comprehensive consideration should be given to the stress of the upper and lower parts of the curved bridge, weighing the advantages and disadvantages. When the height of the pier is less than 5-10m and the linear stiffness is larger, the less the piers should be consolidated, and the more symmetrical consolidation of the long side piers is avoided at the same time.
【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(hào)】：U442.5;U448.213

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