發(fā)布時(shí)間：2018-11-26 10:38

【摘要】：目前,懸索橋和斜拉橋是大跨徑橋梁的主要橋型,鋼箱梁是大跨徑橋梁最主要的橋面結(jié)構(gòu)體系�，F(xiàn)在鋼箱梁大部分都采用的是正交異性鋼橋面板結(jié)構(gòu),正交異性鋼橋面板是由縱、橫向相互之間垂直的加勁肋,并連同橋面板組成的共同承受車(chē)輪荷載的整體結(jié)構(gòu)。它擁有一系列的優(yōu)點(diǎn),例如自重輕、用料省、極限承載力大、施工周期短,因此,如今該結(jié)構(gòu)形式的的橋面板結(jié)構(gòu)常常作為鋼箱梁的一部分被廣泛用于大跨徑橋梁的建造中。隨著我國(guó)高速公路和鐵路的高速發(fā)展,正交異性鋼橋面板憑借其優(yōu)越的結(jié)構(gòu)形式在公路橋梁和鐵路橋梁中得到廣泛的運(yùn)用。但是由于正交異性鋼橋面板受力比較復(fù)雜,而且其構(gòu)造形式不斷改進(jìn)和發(fā)展,同時(shí)隨著應(yīng)力集中和焊接缺陷的出現(xiàn),容易發(fā)生疲勞破壞,如橋面板在各類(lèi)車(chē)輛荷載的反復(fù)作用下會(huì)引起累積損傷;鋼橋面板因?yàn)橹苯映惺苘?chē)輛的局部作用,而使得應(yīng)力影響線(xiàn)短,一輛車(chē)行駛過(guò)后都會(huì)引起多次的應(yīng)力循環(huán),再加上焊接處的應(yīng)力集中以及焊接缺陷,鋼橋面板很容易發(fā)生疲勞開(kāi)裂。因此正交異性鋼橋面板的疲勞問(wèn)題長(zhǎng)期以來(lái)一直是公路和鐵路橋梁中的關(guān)鍵問(wèn)題。世界上一些較早應(yīng)用鋼橋面板的國(guó)家如日本、德國(guó)、法國(guó)、英國(guó)等已經(jīng)在目前運(yùn)營(yíng)中的實(shí)橋中發(fā)現(xiàn)了疲勞裂紋。世界各國(guó)研究者針對(duì)鋼橋的疲勞破壞實(shí)例進(jìn)行了廣泛深入的研究,結(jié)果表明對(duì)鋼橋特別是正交異性鋼橋面板進(jìn)行疲勞驗(yàn)算是一項(xiàng)很關(guān)鍵的任務(wù)。它包含了正交異性鋼橋面板的應(yīng)力計(jì)算、結(jié)構(gòu)分析、疲勞強(qiáng)度、疲勞驗(yàn)算方法以及車(chē)輛荷載譜等核心問(wèn)題。本文采用ANSYS大型通用有限元軟件對(duì)鋼箱梁正交異性鋼橋面板進(jìn)行了數(shù)值模擬,對(duì)弧形切口形狀、頂板厚度、橫隔板厚度等關(guān)鍵參數(shù)進(jìn)行了分析,研究了橫隔板與U肋焊縫交叉處的應(yīng)力狀態(tài)。結(jié)果表明:過(guò)焊孔的形狀對(duì)應(yīng)力的影響顯著,頂板對(duì)焊縫交叉處的應(yīng)力影響較小,橫隔板厚度對(duì)疲勞裂紋的產(chǎn)生有較大的影響。通過(guò)對(duì)過(guò)焊孔焊縫端部和焊孔邊緣應(yīng)力分布情況的分析,采用Miner線(xiàn)性累積損傷準(zhǔn)則,計(jì)算了各關(guān)注點(diǎn)的等效應(yīng)力幅,通過(guò)比較發(fā)現(xiàn),對(duì)于過(guò)焊孔焊縫端部,公路標(biāo)準(zhǔn)比鐵路標(biāo)準(zhǔn)的等效應(yīng)力幅大;對(duì)于過(guò)焊孔焊縫邊緣,則恰恰相反。另外,本文針對(duì)過(guò)焊孔焊縫端部的應(yīng)力集中現(xiàn)象采取了措施,通過(guò)優(yōu)化過(guò)焊孔的構(gòu)造能有效地緩解該處的應(yīng)力集中情況。
[Abstract]:At present, suspension bridge and cable-stayed bridge are the main type of long span bridge, and steel box girder is the main deck structure system of long span bridge. Now most of the steel box girders are orthotropic steel bridge panel structure, orthotropic steel bridge panel is composed of longitudinal, transverse vertical stiffening ribs, and together with the bridge deck plate to bear the wheel load of the whole structure. It has a series of advantages, such as light weight, less material, large ultimate bearing capacity and short construction period. Therefore, the deck slab structure of this structure is widely used in the construction of long-span bridges as a part of steel box girder. With the rapid development of highway and railway in our country, orthotropic steel bridge face is widely used in highway bridge and railway bridge by virtue of its superior structural form. However, due to the complexity of the stress on orthotropic steel bridge face, and the continuous improvement and development of its structural form, along with the stress concentration and the appearance of welding defects, fatigue failure is easy to occur. For example, the bridge deck will cause cumulative damage under the repeated action of various vehicle loads. Because the steel bridge face plate is directly subjected to the local action of the vehicle, the stress effect line is short. After a vehicle is driven, it will cause many stress cycles, plus the stress concentration in the welding place and the welding defects. Steel bridge panels are prone to fatigue cracking. Therefore, the fatigue problem of orthotropic steel bridge panels has been a key problem in highway and railway bridges for a long time. Fatigue cracks have been found in existing bridges in countries such as Japan, Germany, France and the United Kingdom, which used steel bridge panels earlier. Researchers all over the world have carried out extensive and in-depth research on fatigue failure examples of steel bridges. The results show that fatigue checking of steel bridges, especially orthotropic steel bridge panels, is a key task. It includes the stress calculation, structural analysis, fatigue strength, fatigue checking method and vehicle load spectrum of orthotropic steel bridge panel. In this paper, the finite element software ANSYS is used to simulate the plate of orthotropic steel bridge of steel box girder, and the key parameters, such as the shape of arc notch, the thickness of roof and the thickness of transverse partition, are analyzed. In this paper, the stress state of the cross weld between transverse diaphragm and U rib is studied. The results show that the shape of the overwelded hole has a significant effect on the stress, the roof has little effect on the stress at the weld seam intersection, and the thickness of the transverse diaphragm has a great effect on the fatigue crack. Based on the analysis of the stress distribution at the weld end and the edge of the overwelded hole, the equivalent stress amplitude of each concerned point is calculated by using the Miner linear cumulative damage criterion. Through comparison, it is found that, for the weld end of the overwelded hole, The equivalent stress amplitude of highway standard is larger than that of railway standard. The opposite is true for weld edges of overwelded holes. In addition, some measures have been taken to improve the stress concentration at the weld end of the overwelded hole, and the stress concentration can be effectively alleviated by optimizing the structure of the overwelded hole.
【學(xué)位授予單位】：重慶交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類(lèi)號(hào)】：U441.4;U443.31

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