發(fā)布時(shí)間：2018-04-10 01:37

  本文選題：橋梁工程　切入點(diǎn)：偏位成因分析　出處：《長(zhǎng)安大學(xué)》2015年碩士論文

【摘要】：論文針對(duì)中、小跨徑橋梁中普遍存在而又極易被人忽視的橋梁偏位問(wèn)題展開(kāi)研究。首先對(duì)橋梁在各種內(nèi)外因素下發(fā)生縱、橫向偏位現(xiàn)象進(jìn)行了歸類(lèi),并在此基礎(chǔ)上采用數(shù)值方法完成了病害成因的驗(yàn)證分析。其次,以依托工程為例,對(duì)橋梁偏位及糾偏施工的全過(guò)程進(jìn)行仿真分析。最后提出了合理的糾偏施工和監(jiān)測(cè)方案,并通過(guò)現(xiàn)場(chǎng)糾偏實(shí)施驗(yàn)證了研究成果的合理性。論文通過(guò)以上系統(tǒng)的研究,得出以下結(jié)論:(1)引起橋梁偏位的因素主要分為內(nèi)因和外因兩種,其中內(nèi)因有橋梁平面曲率、支座布置、收縮徐變等;外因有溫度作用、車(chē)輛荷載、伸縮縫堵塞和卡死、支座不均勻沉降等。(2)溫度作用是引起梁體偏移的主要原因,尤其是曲線(xiàn)梁橋更為突出。其次活載作用的影響也不容忽視。在排除偶然事件(如地震、車(chē)船撞擊等)的影響,溫度作用一項(xiàng)引起的偏移量往往大于其他所有因素的總和。(3)曲率半徑也是造成梁體偏移的主要原因之一。隨著曲率半徑的減小,其對(duì)橫向偏位的影響逐漸增大,對(duì)縱向偏位的影響逐漸減小,因此,當(dāng)曲率半徑較小時(shí),以橫向偏位研究為主;當(dāng)曲率半徑較大時(shí),以縱向偏位研究為主。(4)由于伸縮縫的卡死或堵塞,使得梁體的升降溫邊界條件不同(卡死或堵塞限制了梁的伸長(zhǎng)但沒(méi)有限制縮短),會(huì)引起梁在溫度作用下的“爬行”,使偏移量大幅增加,此問(wèn)題在曲線(xiàn)梁橋尤為突出。(5)支座設(shè)置形式對(duì)梁體的偏移量影響顯著。文中對(duì)兩組、四種具有代表性的支座分布形式進(jìn)行了分析。分析發(fā)現(xiàn),對(duì)于彎橋選擇中間固定,其余采用縱向活動(dòng)、橫向約束的支座形式對(duì)梁體的偏位預(yù)防效果最好。(6)多梁式橋梁的頂升過(guò)程受力非常復(fù)雜,建議應(yīng)在施工時(shí)對(duì)頂升斷面的應(yīng)力變化進(jìn)行重點(diǎn)監(jiān)測(cè)。此外,為了降低頂升斷面的應(yīng)力峰值,頂升時(shí)也應(yīng)將相鄰支點(diǎn)頂升一定高度。(7)彎橋一聯(lián)中橋跨過(guò)多(結(jié)構(gòu)單元過(guò)長(zhǎng))也會(huì)影響到偏移量的變化(偏移量會(huì)增大),尤其對(duì)兩端縱向偏位的影響較大。
[Abstract]:In this paper, the problem of bridge deflection, which is common in small span bridges and is easy to be neglected, is studied in this paper.In this paper, the longitudinal and transverse deflection of the bridge is classified under various internal and external factors, and based on this, the cause of the disease is verified and analyzed by numerical method.Secondly, the whole process of bridge deflection and rectifying construction is simulated and analyzed by taking the supporting project as an example.Finally, a reasonable scheme of rectifying construction and monitoring is put forward, and the rationality of the research result is verified by the implementation of correction on the spot.Based on the above systematic research, the following conclusions are drawn: (1) the main causes of bridge deflection are internal and external factors, including plane curvature of bridge, support arrangement, shrinkage and creep, external factors, temperature, vehicle load, and so on, and the following conclusions can be obtained: (1) the main causes of bridge deflection are internal and external factors, such as plane curvature of bridge, support arrangement, shrinkage and creep, etc.The effect of temperature on the blockage and clamping of expansion joints, uneven settlement of supports, etc.) is the main cause of beam body deviation, especially the curved girder bridge is more prominent.Secondly, the influence of live load can not be ignored.When excluding the influence of accidental events (such as earthquakes, vehicle-ship impacts, etc.), the curvature radius caused by one term of temperature action is often larger than the sum of all other factors. The curvature radius is also one of the main causes of beam migration.With the decrease of curvature radius, the influence on transverse deviation increases gradually, and the influence on longitudinal deviation decreases gradually. Therefore, when the curvature radius is small, the study of transverse deviation is the main one, and when the curvature radius is large,Due to the clamping or blockage of the expansion joints, the boundary conditions for the rise and cooling of the beam body are different (the clamping or blockage limits the elongation of the beam but does not limit the shortening of the beam, which will lead to the "creep" of the beam under the action of temperature.The offset is greatly increased, especially in curved girder bridge. This problem has a significant effect on the deflection of beam body.In this paper, two groups, four representative support distribution forms are analyzed.It is found that, for the curved bridge with intermediate fixation, the rest with longitudinal movement and transverse constraint supports have the best preventive effect on the deflection of beam body, and the uplift process of multi-beam bridge is very complicated.It is suggested that stress change of uplift section should be monitored emphatically during construction.In addition, in order to reduce the peak stress of the uplift section,When lifting, the adjacent fulcrum should be lifted up to a certain height.) too much span (too long structural unit) in the bridge with curved bridge will also affect the change of the offset (the offset will increase, especially the influence on the longitudinal deviation of the two ends is greater.
【學(xué)位授予單位】：長(zhǎng)安大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類(lèi)號(hào)】：U445.7

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