行车荷载作用下曲线箱梁模型剪力滞效应的分析

发布时间：2018-03-04 22:35

本文选题：行车荷载　切入点：曲线箱梁　出处：《武汉工程大学》2015年硕士论文　论文类型：学位论文

【摘要】：曲线箱梁桥在交通工程方面有着极其广泛的应用,它有着便捷、美观、经济和便于敷设公共管线等优点。但是在曲线箱梁桥的受力过程中,存在着剪力滞效应,并且忽略剪力滞效应所设计建造的桥梁存在着严重的安全隐患。目前,在静载作用下曲线箱梁的剪力滞效应已经得到了很多教授的研究。然而在动载的作用下,特别是最常作用在箱梁桥上的行车荷载的作用下,曲线箱梁的剪力滞效应还是少有研究成果。本文使用有限元分析软件ANSYS,分析了简支曲线箱梁在行车荷载作用下的剪力滞效应,得出了一些规律性的结论。本文总结了曲线箱梁中如曲率半径、宽跨比和曲率中心角等结构参数对剪力滞效应的影响,据此选出一套各个结构参数都比较适当的曲线箱梁设计图纸,并以此为基础用SOLID65号单元建立出三维实体有限元模型。接着,针对目前汽车市场的实际情况设计了十八组行车荷载,分别考虑了10m/s、15m/s、20m/s三种车速和微型车、中型车、大型车三种车型,加载在有限元模型的内、外两种车道上进行计算。最终本文所得出了以下结论:箱梁在跨中截面的剪力滞系数是最大的,并且依次向箱梁两端递减,可以看出跨中截面是简支曲线箱梁剪力滞效应的最不利截面;行车荷载作用处剪力滞效应较其它位置的严重;不论是行驶在外道还是内道,处于两腹板之间的顶板的剪力滞效应较之于腹板处的要小,整体而言呈现M型,而且底板处于中间部分的剪力滞系数变化不大,底板两端部分的则明显大于中间部分的;当车辆的行驶速度在10m/s到20m/s之间时,随着速度的增加,箱梁顶板剪力滞系数在减小,底板的剪力滞系数先增大后减小。
[Abstract]:Curved box girder bridge is widely used in traffic engineering. It has the advantages of convenient, beautiful, economical and easy to lay public pipelines. However, there is shear lag effect in the stress process of curved box girder bridge. At present, the shear lag effect of curved box girder under static load has been studied by many professors. However, under the action of dynamic load, the shear lag effect of curved box girder has been studied by many professors. Especially under the action of traveling load on box girder bridge, the shear lag effect of curved box girder is seldom studied. In this paper, the shear lag effect of simply supported curved box girder under traffic load is analyzed by using finite element analysis software ANSYS. Some regular conclusions are obtained. The influence of structural parameters such as radius of curvature, ratio of width to span and angle of center of curvature on shear lag effect in curved box girder is summarized in this paper. Based on this, a set of curved box girder design drawings with appropriate structural parameters is selected, based on which a three-dimensional solid finite element model is established by using SOLID65 element. According to the actual situation of the present automobile market, 18 sets of driving loads were designed, and three kinds of vehicle speeds (10m / s), 15m / s (15m / s) and 20m / s (20m / s) were considered, respectively, and three types of vehicles, small, medium and large, were loaded in the finite element model. Finally, the following conclusions are drawn: the shear lag coefficient of box girder in the middle section of span is the largest, and the shear lag coefficient decreases to both ends of box girder in turn. It can be seen that the middle section of span is the most unfavorable section of the shear lag effect of simply supported curved box girder. The shear lag effect of the roof between the two web plates is smaller than that of the web, and the shear lag coefficient of the bottom plate in the middle part has little change, and the shear lag coefficient between the two ends of the bottom plate is obviously larger than that of the middle part. When the speed of the vehicle is between 10 m / s and 20 m / s, the shear lag coefficient of the top plate of the box girder decreases with the increase of the speed, and the shear lag coefficient of the bottom plate increases first and then decreases.
【学位授予单位】：武汉工程大学
【学位级别】：硕士
【学位授予年份】：2015
【分类号】：U441

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