混凝土箱梁和空心高墩温度场及温度效应研究
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摘要
混凝土结构的导热性能差，其表面与外界发生辐射、对流等热交换的作用下，表面温度迅速上升或者降低，但结构的内部温度仍处于原来状态；再者，当出现寒潮时，混凝土表面温度突然降低，而混凝土内部会保持原来温度，导致混凝土内外温差很大，在混凝土结构中形成较大的温度梯度。这种温差会产生温度变形，当结构受到内、外约束阻碍时，将会产生相当大的温度应力。这种温度应力和变形直接影响到混凝土结构的安全性、耐久性和适用性。本文以铁道部重点科技课题——艰险困难山区高速铁路桥梁关键技术研究中的第5个子课题为研究背景，主要工作如下：
根据传热学、天文学、太阳能物理学的理论，全面考虑混凝土结构与外界之间的热交换边界，建立桥梁结构日照温度场分析理论模型。采用APDL参数化建立箱梁空间有限元温度场分析模型进行计算，并对其准确性进行评价。分析了初始条件的定义对混凝土内部克服初始温度场，达到热稳态波动时间的影响。
设计、制作幸福源水库实桥12#桥墩高度中部截面高度1米的1：1节段模型和不同壁板厚度的桥墩模型，进行模型试验。用APDL参数化建立桥墩有限元温度场分析模型，分析了桥墩方位角度、导热系数、大气透明度和壁板厚度对桥墩温度场分布的影响。通过将实际测试结果与模型试验结果、有限元计算结果相对比分析，最终得到混凝土空心桥墩沿壁厚的温差曲线模式。
针对混凝土箱梁，通过改变壁板的厚度对其温度场进行计算，提出了顶板和腹板厚度越大（顶板≥50cm，腹板≥40cm）时，温差曲线才趋于稳定。而我国铁路规范在定义温差曲线的时候是当顶板、腹板壁厚≥26cm时，指数系数a'值就稳定在10。
针对公路混凝土箱梁，通过对比计算混凝土铺装层、50mm沥青混凝土铺装层和100mm沥青混凝土铺装层这三种情况下，顶板表面点的温度大小，提出了50mm沥青混凝土铺装层反而使得箱梁的竖向温度梯度不利，建议50mm沥青混凝土铺装的T1值取为27。提出了公路混凝土箱梁上有铺装层时，其竖向温度场的简化半解析算法。
通过分析截面形状和尺寸、截面倒角对温度应力的影响发现，我国现行的铁路桥涵设计规范(TB10002.3-2005)在计算横向应力时，是假设箱梁壁板厚度相等的，也忽略了倒角的影响，这样使得温度应力计算结果将偏小，偏于不安全。基于ANSYS二次开发的三大语言APDL、UIDL和UPF，开发出与ANSYS风格一致的针对大跨预应力混凝土箱梁温度场及其效应计算的可视化模块。总结了现目前温度应力计算中，热弹性模量的取值方法。
Due to the poor thermal conductivity, the surface temperature of concretestructures will be rapidly increased or decreased by the surrounding ambienttemperature, solar radiations and other actions while the internal temperature remainsthe same; furthermore, the surface temperature will suddenly reduce in case of coldwaves wile the internal temperature remains the same, leading to large temperaturedifference between inside and outside the concrete, the formation of a large temperaturegradient in concrete structures and that different parts of concrete structures are atdifferent temperatures. Such temperature differences will result in temperaturedeformation; when the structure is impeded by internal and external constraints, it willgenerate significant thermal stress. The temperature stress and deformation have a directimpact on the safety, durability and applicability of concrete structures. Therefore, withthe research background of the fifth sub-topic of the technology topic in the Ministry ofRailways–Study on key technology in high-speed railway bridges in mountainous, inthis paper, the following works were completed successful.
According to the theory of heat transfer, astronomy and solar physics, theoreticalcalculation model was established for sunshine temperature field of bridge structure,with a comprehensive consideration of the heat exchange between the concrete structureand the outside boundary. The finite element analysis models of temperature field forbox girder were established and calculated by APDL. The time required to reachthermal steady state of fluctuation was analyzed on the basis of initial temperature.
1:1model of1m high middle section of12#pier of Xingfuyuan Bridge and thepier models with different wall thickness were designed and made for model test. Someimpact on the pier temperature field distribution factors are analyzed through theestablishment of the pier finite element temperature field analysis model by APDL, suchas azimuth angle, thermal conductivity, and transparency of the atmosphere and wallthickness. By comparision of the three results (test results on site, model test results,theoretical analysis results), the temperature difference curves along the wall thicknessof hollow concrete piers were summed up.
For concrete box girder, the temperature field was calculated as changing thethickness of the panel. It was found that The thicker of the tops and webs(roof≥50cm,webs≥40cm), the more stable temperature difference curve would be obtained. However, it was defined that the exponential coefficient would stable at10when thethickness of the roof (or web) was not less than26cm in china's railway norms.
For highway concrete box girder，the calculation and comparison of the threemodels (box without pavement,50mm asphalt concrete pavement,100mm asphaltconcrete pavement)was completed. The point that the box girder with50mm asphaltconcrete pavement affect the structure adversely in vertical temperature gradient, wassummed up. The recommended valueT1was27when50mm asphalt concretepavement. Subsequently, the simplified and semi-analytical algorithm of temperaturefield for box with different pavement is obtained.
By analyzing the effects of section shape and dimension and section chamfer ontemperature stress, we found that when calculating transverse stress, China’s existingrailway bridge design specifications (TB10002.3-2005) assumed equal thickness of boxgirder wall and plate and also ignored the effects of chamfer, thus making thetemperature stress calculation results smaller and unsafe.
Visualization modules for calculation of temperature field and its effect ofprestressed concrete box girder with long-span, were developed by the three languagefor secondary development named APDL, UIDL and UPF, with the style consistent withthe ANSYS. The value of thermal elastic modulus for temperature stress at present wassummarized.
根据传热学、天文学、太阳能物理学的理论，全面考虑混凝土结构与外界之间的热交换边界，建立桥梁结构日照温度场分析理论模型。采用APDL参数化建立箱梁空间有限元温度场分析模型进行计算，并对其准确性进行评价。分析了初始条件的定义对混凝土内部克服初始温度场，达到热稳态波动时间的影响。
设计、制作幸福源水库实桥12#桥墩高度中部截面高度1米的1：1节段模型和不同壁板厚度的桥墩模型，进行模型试验。用APDL参数化建立桥墩有限元温度场分析模型，分析了桥墩方位角度、导热系数、大气透明度和壁板厚度对桥墩温度场分布的影响。通过将实际测试结果与模型试验结果、有限元计算结果相对比分析，最终得到混凝土空心桥墩沿壁厚的温差曲线模式。
针对混凝土箱梁，通过改变壁板的厚度对其温度场进行计算，提出了顶板和腹板厚度越大（顶板≥50cm，腹板≥40cm）时，温差曲线才趋于稳定。而我国铁路规范在定义温差曲线的时候是当顶板、腹板壁厚≥26cm时，指数系数a'值就稳定在10。
针对公路混凝土箱梁，通过对比计算混凝土铺装层、50mm沥青混凝土铺装层和100mm沥青混凝土铺装层这三种情况下，顶板表面点的温度大小，提出了50mm沥青混凝土铺装层反而使得箱梁的竖向温度梯度不利，建议50mm沥青混凝土铺装的T1值取为27。提出了公路混凝土箱梁上有铺装层时，其竖向温度场的简化半解析算法。
通过分析截面形状和尺寸、截面倒角对温度应力的影响发现，我国现行的铁路桥涵设计规范(TB10002.3-2005)在计算横向应力时，是假设箱梁壁板厚度相等的，也忽略了倒角的影响，这样使得温度应力计算结果将偏小，偏于不安全。基于ANSYS二次开发的三大语言APDL、UIDL和UPF，开发出与ANSYS风格一致的针对大跨预应力混凝土箱梁温度场及其效应计算的可视化模块。总结了现目前温度应力计算中，热弹性模量的取值方法。
Due to the poor thermal conductivity, the surface temperature of concretestructures will be rapidly increased or decreased by the surrounding ambienttemperature, solar radiations and other actions while the internal temperature remainsthe same; furthermore, the surface temperature will suddenly reduce in case of coldwaves wile the internal temperature remains the same, leading to large temperaturedifference between inside and outside the concrete, the formation of a large temperaturegradient in concrete structures and that different parts of concrete structures are atdifferent temperatures. Such temperature differences will result in temperaturedeformation; when the structure is impeded by internal and external constraints, it willgenerate significant thermal stress. The temperature stress and deformation have a directimpact on the safety, durability and applicability of concrete structures. Therefore, withthe research background of the fifth sub-topic of the technology topic in the Ministry ofRailways–Study on key technology in high-speed railway bridges in mountainous, inthis paper, the following works were completed successful.
According to the theory of heat transfer, astronomy and solar physics, theoreticalcalculation model was established for sunshine temperature field of bridge structure,with a comprehensive consideration of the heat exchange between the concrete structureand the outside boundary. The finite element analysis models of temperature field forbox girder were established and calculated by APDL. The time required to reachthermal steady state of fluctuation was analyzed on the basis of initial temperature.
1:1model of1m high middle section of12#pier of Xingfuyuan Bridge and thepier models with different wall thickness were designed and made for model test. Someimpact on the pier temperature field distribution factors are analyzed through theestablishment of the pier finite element temperature field analysis model by APDL, suchas azimuth angle, thermal conductivity, and transparency of the atmosphere and wallthickness. By comparision of the three results (test results on site, model test results,theoretical analysis results), the temperature difference curves along the wall thicknessof hollow concrete piers were summed up.
For concrete box girder, the temperature field was calculated as changing thethickness of the panel. It was found that The thicker of the tops and webs(roof≥50cm,webs≥40cm), the more stable temperature difference curve would be obtained. However, it was defined that the exponential coefficient would stable at10when thethickness of the roof (or web) was not less than26cm in china's railway norms.
For highway concrete box girder，the calculation and comparison of the threemodels (box without pavement,50mm asphalt concrete pavement,100mm asphaltconcrete pavement)was completed. The point that the box girder with50mm asphaltconcrete pavement affect the structure adversely in vertical temperature gradient, wassummed up. The recommended valueT1was27when50mm asphalt concretepavement. Subsequently, the simplified and semi-analytical algorithm of temperaturefield for box with different pavement is obtained.
By analyzing the effects of section shape and dimension and section chamfer ontemperature stress, we found that when calculating transverse stress, China’s existingrailway bridge design specifications (TB10002.3-2005) assumed equal thickness of boxgirder wall and plate and also ignored the effects of chamfer, thus making thetemperature stress calculation results smaller and unsafe.
Visualization modules for calculation of temperature field and its effect ofprestressed concrete box girder with long-span, were developed by the three languagefor secondary development named APDL, UIDL and UPF, with the style consistent withthe ANSYS. The value of thermal elastic modulus for temperature stress at present wassummarized.
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