發(fā)布時(shí)間：2019-04-20 14:18

【摘要】：隨著國民經(jīng)濟(jì)的持續(xù)快速發(fā)展,中國交通事業(yè)尤其是西部交通建設(shè)得到前所未有的發(fā)展。受到山區(qū)特殊地形條件的限制,預(yù)應(yīng)力混凝土連續(xù)剛構(gòu)橋在山區(qū)公路中得到廣泛運(yùn)用。由于超高墩連續(xù)剛構(gòu)橋結(jié)構(gòu)構(gòu)造需要具有一定的特殊性與針對性,對其結(jié)構(gòu)構(gòu)造也需要進(jìn)行技術(shù)設(shè)計(jì)。為此,針對超高墩連續(xù)剛構(gòu)橋構(gòu)造設(shè)計(jì)與長期效應(yīng)進(jìn)行研究,具有一定的現(xiàn)實(shí)意義。 為了對超高墩連續(xù)剛構(gòu)橋構(gòu)造設(shè)計(jì)與長期效應(yīng)進(jìn)行研究,分析了連續(xù)剛構(gòu)橋的構(gòu)造形式及橋墩截面形式的研究方法,采用對比分析法及ANSYS有限元建模,就不同墩高條件下最大懸臂階段與靜風(fēng)荷載下的彈性穩(wěn)定性與工程數(shù)量進(jìn)行了對比分析。同時(shí),依托赫章特大橋,基于Midas/Civil有限元模型,探討了連續(xù)剛構(gòu)混凝土的收縮徐變、長期作用下預(yù)應(yīng)力損失、主梁的變形。 研究表明： 1)當(dāng)橋墩高度在150m以內(nèi)時(shí),采用雙薄壁橋墩或組合式橋墩無論從經(jīng)濟(jì)上還是抗風(fēng)穩(wěn)定性方面都是合理的,當(dāng)橋墩高度150m-175m時(shí),宜采用組合式橋墩；當(dāng)橋墩高度達(dá)到195m時(shí),獨(dú)墩構(gòu)造形式具有明顯的技術(shù)優(yōu)勢,不僅穩(wěn)定性良好,而且工程用量最小。 2)由于高強(qiáng)度混凝土大量用于連續(xù)剛構(gòu)橋的建設(shè),特別是橋梁主要承重結(jié)構(gòu),考慮高強(qiáng)度混凝土的收縮、徐變所引起的預(yù)應(yīng)力損失偏大。 3)預(yù)應(yīng)力鋼筋束的預(yù)應(yīng)力損失、混凝土容重系數(shù)對主梁豎向撓度有顯著的影響。
[Abstract]:With the sustained and rapid development of the national economy, China's transportation industry, especially in the western region, has been developed unprecedented. The prestressed concrete continuous rigid frame bridge is widely used in mountain highway because of the limitation of special terrain condition in mountain area. Because the structure of super-high pier continuous rigid frame bridge needs to have some particularity and pertinence, the technical design is also needed for the structure of super-high pier continuous rigid frame bridge. Therefore, it is of practical significance to study the structural design and long-term effect of ultra-high pier continuous rigid frame bridge. In order to study the structural design and long-term effect of continuous rigid frame bridge with ultra-high piers, the research methods of structure form and pier section form of continuous rigid frame bridge are analyzed. The comparative analysis method and ANSYS finite element model are used to build the model of continuous rigid frame bridge. The elastic stability and engineering quantity of maximum cantilever stage under different pier height and static wind load are compared and analyzed. At the same time, based on the Midas/Civil finite element model, the shrinkage and creep of continuous rigid frame concrete, the loss of prestress and the deformation of main beam under long-term action are discussed. The results show that: 1) when the pier height is within 150m, it is reasonable to adopt double thin-walled pier or composite pier in terms of economic and wind-resistant stability. When the pier height is 150m-175m, the composite pier should be adopted. When the pier height reaches 195m, the single pier structure has obvious technical advantages, not only the stability is good, but also the engineering usage is minimum. 2) because of the large amount of high strength concrete used in the construction of continuous rigid frame bridge, especially the main bearing structure of the bridge, considering the shrinkage of high strength concrete, the loss of prestress caused by creep is too large. 3) the loss of prestress and the coefficient of concrete bulk density have a significant effect on the vertical deflection of the main beam.
【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】：U441;U448.23

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