本文選題：正交異性鋼橋面板 + 受力特性　； 參考：《重慶交通大學(xué)》2014年碩士論文

【摘要】：正交異性鋼橋面板因其有較為突出的優(yōu)點(diǎn)而被各國(guó)廣泛應(yīng)用，但因其結(jié)構(gòu)和受力較為復(fù)雜，隨著各種已建橋梁的運(yùn)營(yíng)，各種疲勞破壞問(wèn)題相繼出現(xiàn)。在國(guó)外很多國(guó)家對(duì)實(shí)橋進(jìn)行了長(zhǎng)期的監(jiān)測(cè)或進(jìn)行足尺模型試驗(yàn)，從而對(duì)正交異性鋼橋面板的受力性能進(jìn)行研究，但是國(guó)內(nèi)對(duì)正交異性鋼橋面板的受力特性缺乏試驗(yàn)數(shù)據(jù)的積累。為了積累更多有效的試驗(yàn)數(shù)據(jù)以及更好地了解正交異性鋼橋面板在車(chē)輛荷載作用下的受力特點(diǎn)，本文以涪陵青草背長(zhǎng)江大橋正交異性鋼橋面板為研究背景，分析其各構(gòu)造細(xì)節(jié)處的應(yīng)力分布情況。 本文將基于涪陵青草背長(zhǎng)江大橋鋼橋面板的實(shí)測(cè)應(yīng)力數(shù)據(jù)從而對(duì)其受力性能進(jìn)行研究。該橋已在加勁梁關(guān)鍵部位上安裝了相應(yīng)的傳感器，通車(chē)后可獲得大量的實(shí)測(cè)應(yīng)力數(shù)據(jù)；同時(shí)運(yùn)用ANSYS有限元軟件模擬車(chē)輛荷載在正交異性鋼橋面板上加載，計(jì)算典型細(xì)節(jié)的應(yīng)力；最后綜合分析實(shí)測(cè)數(shù)據(jù)與理論數(shù)據(jù)，總結(jié)正交異性鋼橋面板的受力特點(diǎn)。文中還比較了不同的頂板厚度、不同的U形縱肋厚度、不同的橫隔板厚度、不同的橫隔板高度、不同的橫隔板弧形缺口尺寸等以及不同的橋面鋪裝層對(duì)各構(gòu)造細(xì)節(jié)處應(yīng)力的影響程度，并且分析了減小其上應(yīng)力的比較可靠的有效方法。 論文研究的結(jié)果表明，增大U形縱肋的厚度是減小U形加勁鋼橋面板在U形縱肋與橫隔板連接處應(yīng)力的最有效的方法；增大頂板厚度和增大U形縱肋厚度，都能有效地減小U形加勁鋼橋面板在面板與U形縱肋連接處的應(yīng)力；增大橫隔板厚度比增大面板厚度和增大U形縱肋厚度更能有效地降低U形加勁鋼橋面板在橫隔板與面板連接處的應(yīng)力；增大橫隔板厚度是減小橫隔板弧形缺口處應(yīng)力的最可靠的辦法；橫隔板高度為700時(shí)，能大大地降低U形縱肋與橫隔板連接處的應(yīng)力，對(duì)整個(gè)正交異性鋼橋面板的受力是非常有利的；橫隔板弧形缺口尺寸b為不小于25以及h為80時(shí)，對(duì)正交異性鋼橋面板是受力是最有利的；橋面板有鋪裝時(shí)與無(wú)鋪裝時(shí)相比，能改善結(jié)構(gòu)的受力；鋪裝層彈性膜量的增大能在一定程度上改善橋面板的受力，但不是很明顯；鋪裝層厚度的增加是降低鋼橋面板上應(yīng)力的較為有效的方法之一。
[Abstract]:Orthotropic steel bridge face slab has been widely used in many countries because of its outstanding advantages. However, due to its complex structure and force, with the operation of various bridges, various fatigue failure problems have emerged one after another. In many foreign countries, long-term monitoring or full-scale model tests have been carried out to study the mechanical behavior of orthotropic steel bridge panels. However, there is no accumulation of experimental data on the stress characteristics of orthotropic steel bridge panels in China. In order to accumulate more effective test data and better understand the bearing characteristics of orthotropic steel bridge slab under vehicle load, this paper takes the orthotropic steel bridge slab of Qingcaobei Yangtze River Bridge in Fuling as the research background. The stress distribution at various structural details is analyzed. Based on the measured stress data of the steel deck of the Qingcaobei Yangtze River Bridge in Fuling, this paper studies its mechanical performance. The bridge has installed the corresponding sensors on the key parts of the stiffening beam, and a large number of measured stress data can be obtained after opening to traffic. At the same time, the ANSYS finite element software is used to simulate the vehicle load loading on the orthotropic steel bridge face slab to calculate the stress of typical details. Finally, the mechanical characteristics of orthotropic steel bridge face slab are summarized by synthetically analyzing the measured and theoretical data. The thickness of the roof, the thickness of the U-shaped longitudinal rib and the height of the transverse diaphragm are also compared. The influence of different transverse partition arc notch size and different deck pavement on the stress in each structure detail is analyzed and the more reliable and effective method to reduce the stress on the bridge deck is analyzed. The results show that increasing the thickness of U-shaped longitudinal rib is the most effective method to reduce the stress of U-shaped stiffened steel bridge face at the joint of U-shaped longitudinal rib and transverse partition plate, increasing the thickness of roof and increasing the thickness of U-shaped longitudinal rib. Both of them can effectively reduce the stress of U-stiffened steel bridge face at the joint between the panel and the U-shaped longitudinal rib. Increasing the thickness of the transverse diaphragm is more effective than increasing the thickness of the panel and increasing the thickness of the U-shaped longitudinal rib. Increasing the thickness of the transverse diaphragm is the most reliable way to reduce the stress at the arc notch of the transverse partition, and when the height of the transverse partition is 700, the stress at the junction between the U-shaped longitudinal rib and the transverse partition can be greatly reduced. It is very beneficial to the whole orthotropic steel bridge panel, when the transverse diaphragm arc notch size b is not less than 25 and h is 80, the orthotropic steel bridge slab is the most favorable force. It can improve the stress of the structure, the increase of elastic membrane of the pavement layer can improve the stress of the bridge deck to some extent, but it is not obvious. The increase of the thickness of the pavement layer is one of the more effective methods to reduce the stress on the steel bridge slab.
【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】：2014
【分類(lèi)號(hào)】：U448.36;U441

【參考文獻(xiàn)】

相關(guān)博士學(xué)位論文 前1條

1 趙欣欣;正交異性鋼橋面板疲勞設(shè)計(jì)參數(shù)和構(gòu)造細(xì)節(jié)研究[D];中國(guó)鐵道科學(xué)研究院;2011年

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本文編號(hào)：1903945