基于车桥耦合的三跨连续拱梁组合桥冲击系数研究
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摘要
为合理分析和计算桥梁结构各关键部位的冲击系数,以三跨连续拱梁组合桥为例进行分析。分别利用MATLAB和ANSYS建立11自由度的三维车模型和有限元模型。采用车桥耦合迭代的方法,得到桥梁关键部位在车辆荷载作用下的振动响应。研究结果表明:车辆在任何车道行驶时,边主梁、边拱肋及斜吊杆的冲击系数都大于相应中主梁、中拱肋及直吊杆;随着桥面平整度等级的增加,各关键部位的冲击系数与振动系数的关系满足均幂函数,且呈非线性增长;随着车速的增加,车辆在不同车道行驶时其规律性不一致,在快车道冲击系数呈现先增大后减小的趋势,在中车道呈现先增大后减小再增大的趋势,在慢车道呈现一直增大的趋势;随着车重的增加,冲击系数减小的幅度呈现逐渐减小的规律,轻车低速对桥梁的冲击效应更加显著;大多数工况下端部短吊杆的冲击系数均大于规范值,因此,在桥梁设计中应更加注重短吊杆的抗疲劳设计。
In order to analyze and calculate the impact factor of key parts of bridge structure, the three-span continuous beam-arch combined bridge was taken as an example to investigate the impact factors.Three-dimensional element model and a vehicle spatial model with 11 degree of freedom were established by using the MATALAB software and ANSYS software, respectively. The vibration responses of the key parts of bridge structure could be obtain by using the vehicle load with the vehicle-bridge coupling method. The results of the study indicate: regardless of which lane the vehicle is driving, the side main girder, side arch ribs, and slanting suspenders are larger than the impact factor of the corresponding middle girder, middle arch rib, and straight suspenders; as the level of roughness increases, the impact factor of key parts shows nonlinear increase, the relationship between the impact coefficient and the vibration coefficient satisfies the power function; the regularity of vehicles varies in different lanes, the impact coefficient increases first and then decreases in the fast lane, it tends to increase firstly, then decreases and then increases in the middle lane, the trend has been increasing in the slow lane; the decreasing rate of the impact factor shows a decreasing trend with increases in vehicle weight, the impact effect of light vehicle in low speed on bridge is more significant; the impact factor of the suspender at the lower end of most working conditions is greater than the standard value, so we should pay more attention to anti-fatigue design short boom after the bridge design.
In order to analyze and calculate the impact factor of key parts of bridge structure, the three-span continuous beam-arch combined bridge was taken as an example to investigate the impact factors.Three-dimensional element model and a vehicle spatial model with 11 degree of freedom were established by using the MATALAB software and ANSYS software, respectively. The vibration responses of the key parts of bridge structure could be obtain by using the vehicle load with the vehicle-bridge coupling method. The results of the study indicate: regardless of which lane the vehicle is driving, the side main girder, side arch ribs, and slanting suspenders are larger than the impact factor of the corresponding middle girder, middle arch rib, and straight suspenders; as the level of roughness increases, the impact factor of key parts shows nonlinear increase, the relationship between the impact coefficient and the vibration coefficient satisfies the power function; the regularity of vehicles varies in different lanes, the impact coefficient increases first and then decreases in the fast lane, it tends to increase firstly, then decreases and then increases in the middle lane, the trend has been increasing in the slow lane; the decreasing rate of the impact factor shows a decreasing trend with increases in vehicle weight, the impact effect of light vehicle in low speed on bridge is more significant; the impact factor of the suspender at the lower end of most working conditions is greater than the standard value, so we should pay more attention to anti-fatigue design short boom after the bridge design.
引文
[1]张耀,孙增寿.基于车桥耦合振动的钢管混凝土系杆拱桥动力响应分析[J].铁道科学与工程学报,2016,13(1):103-110.ZHANG Yao,SUN Zengshou.Analysis of concretefilled steel tubular tied-arch bridge under travelling vehicles[J].Journal of Railway Science and Engineering,2016,13(1):103-110.
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[8]韩艳,李浩,薛繁荣.基于车桥耦合的钢管混凝土拱桥车桥冲击系数研究[J].铁道科学与工程学报,2016,13(3):493-499.HAN Yan,LI Hao,XUE Fanrong.Research on the impact coefficientof the concrete filled steel tube arch bridge based on the vehicle-bridge coupled vibration[J].Journal of Railway Science and Engineering,2016,13(3):493-499.
[9]Leitao P N,Silva J G S,Vellasco P C G D,et al.Composite(steel-concrete)highway bridge fatigue assessment[J].Journal of Constructional Steel Research,2011,67(1):14-24.
[10]ZHANG W,CAI C S.Fatigue reliability assessment for existing bridges considering vehicle speed and road surface conditions[J].Journal of Bridge Engineering,2012,17(3):443-453.
[11]Dodds C J,Robson J D.The description of mad surface roughness[J].Journal of Sound and Vibration,1973,31(2):175-183.
[12]Au F T K,Cheng Y S,Cheung Y K.Effects of random road surface roughness and long-term deflection of prestressed concrete girder and cable-stayed bridges on impact due to moving vehicles[J].Computers&Structures,2001,79(8):853-872.
[13]邓露,王维.公路桥梁动力冲击系数研究进展[J].动力学与控制学报,2016,14(4):289-300.DENG Lu,WANG Wei.Research progress on dynamic impact coefficient of highway bridges[J].Journal of Dynamics and Control,2016,14(4):289-300.
[14]JTG D64-2015,公路钢结构桥梁设计规范[S].JTG D64-2015,Specifications for design of highway steel bridge[S].
[15]JTG D60-2015,公路桥涵设计通用规范[S].JTG D60-2015,General specifications for design of highway bridges and culverts[S].
[2]HUANG Dongzhou.Vehicle-induced vibration of steel deck arch bridge and analytical methodology[J].Journal of Bridge Engineering,2012,17(2):241-248.
[3]杨建荣,李建中,申俊昕.钢管混凝土系杆拱桥车桥耦合振动分析[J].北京工业大学学报,2012,38(6):847-853.YANG Jianrong,LI Jianzhong,SHEN Junxin.Numerical investigation of concrete-filled steel tubular tied-arch bridge under travelling vehicles[J].Journal of Beijing University of Technology,2012,38(6):847-853.
[4]孙全胜,张立东,张盛然.车辆速度对大跨斜拉桥行车舒适性的影响分析[J].中外公路,2017,37(1):114-117.SUN Quansheng,ZHANG Lidong,ZHANG Shengran.Impact of vehicle speed on driving comfort of large span cable-stayed bridge[J].Journal of China&Foreign Highway,2017,37(1):114-117.
[5]邵元,孙宗光,陈一飞,等.车辆荷载对中承式拱桥吊杆体系的冲击效应分析[J].公路交通科技,2016,33(1):82-88.SHAO Yuan,SUN Zongguang,CHEN Yifei,et al.Analysis of impact effect of vehicle load on hanger system of half-though arch bridge[J].Journal of Highway and Transportation Research and Development,2016,33(1):82-88.
[6]朱劲松,邑强.中下承式拱桥吊杆应力冲击系数不均匀性研究[J].振动与冲击,2012,31(13):5-10.ZHU Jinsong,YI Qiang.Non-uniformity of stress impact factor of suspenders on half-through or through arch bridges[J].Journal of Vibration and Shock,2012,31(13):5-10.
[7]陈水生,孙百传.基于车桥耦合钢管混凝土拱桥车辆的冲击系数[J].南昌大学学报(工科版),2017,39(1):32-36.CHEN Shuisheng,SUN Baichuan.The impact coefficient of the concrete filled steel tube arch bridge based on the vehicle-bridge coupling vibration[J].Journal of Nanchang University(Engineering&Technology),2017,39(1):32-36.
[8]韩艳,李浩,薛繁荣.基于车桥耦合的钢管混凝土拱桥车桥冲击系数研究[J].铁道科学与工程学报,2016,13(3):493-499.HAN Yan,LI Hao,XUE Fanrong.Research on the impact coefficientof the concrete filled steel tube arch bridge based on the vehicle-bridge coupled vibration[J].Journal of Railway Science and Engineering,2016,13(3):493-499.
[9]Leitao P N,Silva J G S,Vellasco P C G D,et al.Composite(steel-concrete)highway bridge fatigue assessment[J].Journal of Constructional Steel Research,2011,67(1):14-24.
[10]ZHANG W,CAI C S.Fatigue reliability assessment for existing bridges considering vehicle speed and road surface conditions[J].Journal of Bridge Engineering,2012,17(3):443-453.
[11]Dodds C J,Robson J D.The description of mad surface roughness[J].Journal of Sound and Vibration,1973,31(2):175-183.
[12]Au F T K,Cheng Y S,Cheung Y K.Effects of random road surface roughness and long-term deflection of prestressed concrete girder and cable-stayed bridges on impact due to moving vehicles[J].Computers&Structures,2001,79(8):853-872.
[13]邓露,王维.公路桥梁动力冲击系数研究进展[J].动力学与控制学报,2016,14(4):289-300.DENG Lu,WANG Wei.Research progress on dynamic impact coefficient of highway bridges[J].Journal of Dynamics and Control,2016,14(4):289-300.
[14]JTG D64-2015,公路钢结构桥梁设计规范[S].JTG D64-2015,Specifications for design of highway steel bridge[S].
[15]JTG D60-2015,公路桥涵设计通用规范[S].JTG D60-2015,General specifications for design of highway bridges and culverts[S].