本文選題：橋梁工程 + 橋面鋪裝�。� 參考：《長安大學(xué)》2016年碩士論文

【摘要】：為了探討車輛隨機(jī)動載作用下,混凝土橋梁鋪裝層表面不平整度、行車速度以及鋪裝層結(jié)構(gòu)形式對鋪裝層內(nèi)部控制應(yīng)力的影響規(guī)律,本文采用具有典型性的雙自由度1/4車輛模型,通過軟件MATLAB/SIMULINK仿真得到基于鋪裝層不平整度的車輛隨機(jī)動載,運(yùn)用有限元軟件ANSYS建立車—橋—鋪裝層耦合振動模型,施加仿真得到的隨機(jī)動載,考慮橋面鋪裝的不平整情況條件,分析隨機(jī)動載作用下鋪裝層結(jié)構(gòu)動態(tài)響應(yīng)的變化規(guī)律,并與移動恒載作用下的理想橋面模型進(jìn)行比較,研究了在不平整度及速度的共同影響下,鋪裝層的動態(tài)響應(yīng)變化規(guī)律,分析了鋪裝層分別在固定恒載、移動恒載和考慮不平整度的隨機(jī)動載作用下,瀝青鋪裝層的模量及厚度、混凝土整平層的厚度及橫坡對鋪裝層內(nèi)控制應(yīng)力的影響規(guī)律。主要研究結(jié)論如下:(1)當(dāng)考慮橋面不平整度時,車輪產(chǎn)生附加動載;在隨機(jī)動載和移動恒載的作用下,瀝青鋪裝層內(nèi)部及防水粘結(jié)層層間的各項(xiàng)應(yīng)力的極值響應(yīng)曲線具有相同的變化趨勢,但隨機(jī)動載作用下的破壞效應(yīng)要大于移動恒載。(2)在同一不平整度條件下,各項(xiàng)控制應(yīng)力響應(yīng)的極值放大系數(shù)非常接近;相比于固定位置節(jié)點(diǎn)的應(yīng)力時程曲線,各應(yīng)力的極值響應(yīng)曲線能更好地反映車輛荷載的隨機(jī)特征。(3)在橋面平順性很好時,鋪裝層的應(yīng)力極值響應(yīng)隨著車速的增加先增大后減小,而在平順性一般及較差時,應(yīng)力極值響應(yīng)曲線有一個極大值點(diǎn)和一個極小值點(diǎn),即車速過慢對鋪裝層受力狀況影響十分不利。(4)車輛荷載作用下,鋪裝層內(nèi)各項(xiàng)控制應(yīng)力隨著瀝青彈性模量的增大基本上呈線性增長;瀝青層過薄或過厚對鋪裝層受力情況均產(chǎn)生不利影響,增大橫坡坡度有助于減小鋪裝層控制應(yīng)力。
[Abstract]:In order to investigate the influence of surface irregularity, driving speed and pavement structure on the internal control stress of concrete bridge pavement under the action of random dynamic load of vehicle. In this paper, a typical 1 / 4 vehicle model with two degrees of freedom is adopted, and the random dynamic load of vehicle based on the unevenness of pavement is obtained by software MATLAB/SIMULINK simulation. The coupled vibration model of vehicle-bridge and pavement is established by using the finite element software ANSYS. By applying the random dynamic load obtained by simulation, considering the unevenness condition of bridge deck pavement, the changing law of dynamic response of pavement structure under random dynamic load is analyzed and compared with the ideal bridge deck model under moving dead load. Under the influence of irregularity and velocity, the dynamic response of pavement is studied. The modulus and thickness of asphalt pavement are analyzed under the action of fixed dead load, moving dead load and random dynamic load considering irregularity. The influence of the thickness of concrete leveling layer and the horizontal slope on the stress control in the pavement. The main conclusions are as follows: (1) when considering the unevenness of the bridge deck, the wheel produces additional dynamic load; under the action of random dynamic load and moving dead load, The extreme value response curves of various stresses in asphalt pavement and between waterproof and bonded layers have the same changing trend, but the failure effect under random dynamic load is greater than that under moving dead load. The maximum magnification factor of each control stress response is very close, compared with the stress time history curve of the node at fixed position, the extreme value response curve of each stress can better reflect the random characteristic of vehicle load. 3) when the ride comfort of bridge deck is very good, the maximum value response curve of each stress can better reflect the random characteristic of vehicle load. The stress extremum response of the pavement increases first and then decreases with the increase of the speed. However, when the ride comfort is general and poor, the stress extreme response curve has a maximum point and a minimum point. That is to say, when the speed is too slow, the control stress in the pavement increases linearly with the increase of the elastic modulus of asphalt. Too thin or too thick asphalt layer has a negative effect on the stress of pavement, and increasing the slope of transverse slope will help to reduce the stress of pavement control.
【學(xué)位授予單位】：長安大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2016
【分類號】：U441;U443.33

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