船舶与大跨度斜拉桥碰撞数值仿真及防撞设施分析

发布时间：2018-02-15 05:07

本文关键词： 船桥碰撞整船整桥分析撞击力防撞设施　出处：《合肥工业大学》2016年硕士论文　论文类型：学位论文

【摘要】：桥梁船撞安全问题是桥梁安全领域内的重要课题之一。现今越来越多的科研人员采用数值分析方法研究此问题。针对安徽省内某特大跨斜拉桥的安全问题,本文从船撞桥数值模拟、碰撞影响因素、国内外撞击力规范及桥梁防撞设施分析四个角度展开工作。在第一、第二章,简要介绍相关研究背景及数值计算的相关理论。在第三章,建立了整船、整桥和防撞设施的非线性动力学计算模型。在第四章,计算在大桥不设防撞设施时的船桥碰撞过程,并且讨论了部分变量因素对撞击过程的影响。在第五章,计算在大桥设有防撞设施时的船桥碰撞过程,讨论了部分变量因素对撞击过程的影响。在第六章,对本文结论简要总结,提出本文的相关不足以及对进一步工作的展望。本文得到如下结论：在大桥不设防撞设施时,1、桥塔能够充分承受船舶撞击作用,但撞击会造成桥塔表面混凝土受到严重破坏；2、船舶对桥塔正撞击计算中,适宜对桥塔简化为刚体,但此简化并不适宜用于船舶的45°撞击；3、船首形式对撞击过程有较大程度的影响；4、船首壳单元厚度显著影响正撞击的撞击力和撞深,但对45°撞击的影响较小；5、撞击水位的变化可能影响船桥接触形式,从而影响撞击过程;6、船舶对桥塔的撞击力大小与撞击速度成线性关系,撞击过程持续时长受撞击速度影响较小；7、撞击力与船舶吨位近似成开方关系,撞击持续时长随船舶吨位增大而增大；8、随着撞击角度增大,撞击力合力逐渐减小,撞击持续时长增大；9、针对万吨级船舶对文中大桥的碰撞力估算,适宜用AASHTO规范或者欧洲规范-远洋。在大桥设防撞设施时,1、FRP防撞套箱能够在极端船桥碰撞情况中充分吸收船体动能,保护桥塔和撞击船的结构安全,但套箱受到严重损伤；2、在不同速度、不同角度的船桥碰撞中,设置FRP防撞套箱能够使得撞击力峰值降低约二分之一,撞击持续时长增大一倍。
[Abstract]:The safety of bridge ship collision is one of the most important problems in the field of bridge safety. Nowadays, more and more researchers use numerical analysis method to study this problem, aiming at the safety problem of a large span cable-stayed bridge in Anhui Province. This paper starts the work from four aspects: numerical simulation of ship collision bridge, impact influencing factors, impact force specification at home and abroad and analysis of bridge collision prevention facilities. This paper briefly introduces the relevant research background and the relevant theory of numerical calculation. In Chapter 3, the nonlinear dynamic calculation models of the whole ship, the whole bridge and the anti-collision facilities are established. In Chapter 4th, the collision process of the ship bridge without the collision protection is calculated. In Chapter 5th, the collision process of ship and bridge with anti-collision facilities is calculated, and the influence of some variable factors on the impact process is discussed. In Chapter 6th, The conclusions of this paper are summarized briefly, and the related shortcomings of this paper and the prospects for further work are put forward. The conclusions are as follows: when the bridge is not equipped with anti-collision facilities, the bridge tower can fully withstand the impact of ships. However, the impact will cause serious damage to the concrete on the surface of the bridge tower. In the calculation of the impact of the ship on the tower, it is suitable to simplify the tower into a rigid body. However, this simplification is not suitable for the 45 掳impact of a ship. The bow form has a great influence on the impact process. The thickness of the front shell unit has a significant effect on the impact force and depth of the positive impact. However, the impact on the 45 掳impact is small, and the change of the impact water level may affect the contact form of the ship and bridge, thus affecting the impact process. The impact force on the bridge tower is linearly related to the impact velocity. The impact duration is less affected by the impact velocity, and the impact force is approximate to the ship's tonnage. The impact duration increases with the increase of the ship's tonnage, and the impact force decreases with the increase of the impact angle. The impact duration is increased, and the collision force of ten thousand tonnage ships to the bridge is estimated. It is suitable to use AASHTO code or European code-ocean water. When the bridge is equipped with anti-collision facilities, it can fully absorb the kinetic energy of the hull in extreme ship-bridge collision, and protect the structural safety of bridge tower and impingement ship. However, the casing is seriously damaged. In different speed and different angles of ship and bridge collision, the peak value of impact force can be reduced by about 1/2 and the duration of impact can be doubled by setting FRP anti-collision jacket.
【学位授予单位】：合肥工业大学
【学位级别】：硕士
【学位授予年份】：2016
【分类号】：U443.26;U448.27

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