半整体式全无缝桥合理结构体系研究
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摘要
无缝桥是一种通过采用整体式或半整体式桥台、连续桥跨等方式取消了桥梁全部伸缩缝的结构。本文旨在探究半整体式全无缝桥合理结构体系。本文在改进1998年提出的半整体式全无缝桥梁的过程中,提出了一种带地梁的半整体式全无缝桥的结构型式,其工作原理同半整体式全无缝桥,只是在接线路面的末端增加了为控制接线路面长度而设计的地梁。随后2009年初,又提出了带预锯缝的半整体式全无缝桥的结构型式。论文主要是对后两种桥梁结构体系分别进行了实验研究和理论分析,以验证其结构的合理性。主要的研究成果总结如下所示：
1.为了能有效的控制配筋接线路面的长度,本文提出了带地梁的半整体式全无缝桥结构型式。推导了带地梁的无缝接线路面在均匀温度作用下的内力与变形计算公式；编制了相应的配筋接线路面的配筋计算程序,并将实验获得的各项材料参数带入程序计算,得到了配筋接线路面的裂缝间距及裂缝宽度值；通过对带地梁的半整体式全无缝桥的温降模拟试验,得知带地梁的半整体式全无缝桥具有很强的吸纳梁体变形的能力,延性好。但接线路面裂缝间距不满足道路规范对于裂缝间距的要求,因此设计时不能将该带地梁的配筋接线路面用于吸收太大的梁体变形,否则会影响到配筋接线路面的耐久性。同时,得知锚端地梁随着张拉荷载的增加发生了很大的向桥跨的变形,因此需加强锚端地梁的设计。
2.为了控制接线路面裂缝的分布规律,减少接线路面与搭板之间的拉力,使裂缝持续的传递到带锯缝接线路面的末端,本文进一步提出了带预锯缝的半整体式全无缝桥体系,其工作原理与半整体式全无缝桥一致。通过对该桥型的温降模型试验,测得带预锯缝的配筋接线路面在张拉作用下的锯缝处裂缝分布规律。通过对最大裂缝宽度处锯缝两侧弯沉的试验测量及锯缝传荷能力的理论分析,发现带预锯缝的配筋路面锯缝有很好的荷载传递能力。实验测得带预锯缝的半整体式无缝桥对台后的土压力影响较小,从而降低了桥台的设计和施工要求。同时通过对比搭板末端张拉位移与锯缝处所有裂缝宽度和的差值,发现带预锯缝的接线路面锯缝有很强的吸纳梁体温降产生的纵向水平位移的能力。最后通过对实验结果的分析,说明模型中设计的长19m的接线路面模型可用于桥跨均匀温降20℃,总长达90m的无缝桥梁接线路面。
3.通过对带预锯缝的半整体式全无缝桥的实验分析,结合钢筋与混凝土间粘结滑移的线性本构关系,建立了带预锯缝的半整体式无缝桥配筋路面由于梁体温度变化引起的配筋路面受拉变形的应力计算模型及平衡微分方程组,通过解答微分方程组,得到了在梁体温降作用下,预锯缝处裂缝宽度的计算公式及配筋路面内力与变形解析表达式。推导了由于梁体在温降作用时产生的收缩变形,配筋路面干缩和温缩等引起的配筋路面裂缝宽度计算公式。引入了表面裂缝宽度转化系数η,推导出了配筋路面的路面裂缝宽度计算公式。并结合一般路面施工缝施工程序,提出了带预锯缝全无缝桥配筋路面施工应该注意的事项。
4.分析了在温度和车道荷载的共同作用下,工后沉降对接线路面使用性能的影响。在室内进行了大比例无缝桥模型试验,模拟了温度、车道荷载和台后不均匀沉降的共同作用,测得竖向荷载对半整体式无缝桥梁端反力及变形及台后土压力影响较小,但竖向荷载对加载点及其附近锯缝处的裂缝宽度影响较大。同时文中建立了半整体式全无缝桥3D有限元模型,且建立相同长度的常用搭板模型进行对比分析。从实验结果和3D有限元数值模拟结果来看,虽然半整体式全无缝桥搭板在台后不均匀沉降情况下变形较常用搭板模型小,但台后不均匀沉降量增加的同时也增加了搭板内的应力,且较常用搭板模型大,使搭板处于不利状态。从行车舒适度及路面耐久性的角度考虑,应尽量减少半整体式无缝桥搭板因沉降引起的变形,严格控制台后不均匀沉降量。
5.对两种半整体式全无缝桥配筋接线路面的延性实验和理论分析。通过带预锯缝的半整体式无缝桥配筋路面往复张拉实验(模拟无缝桥在均匀温度作用下,包含温升、降作用),测得面层和基层间的摩阻力、摩阻系数及锚固力随着往复加载次数的增加而不断减小,但往复张拉增加了预锯缝处裂缝宽度。由于裂缝宽度是影响路面板使用性能及耐久性的控制因素,因此在设计应计入往复荷载对裂缝宽度的影响。因此文中引入往复荷载对裂缝宽度影响的系数ζ。(往复荷载影响系数),计入往复荷载对裂缝宽度影响,得到了裂缝宽度的最终公式。最后通过三个周期往复张拉实验及对其进行位移延性计算,论证了半整体式全无缝桥的高延性性能,即有很强的抗震性能。
Jointless bridge is one kind of bridges which using integral abutment, semi-integral abutment or continuous spans cancelling all the expansion devices. Hunan University research team had put forward one new form of integral abutment jointless bridge in1998. The bridge connects the approach slab and approach pavement with the main girder of the bridge. And the main mechanism of the bridge is using the cracks produced in the approach pavement to absorb the shrink deformation caused by the temperature effect of the main girder. In2008one new form of integral abutment jointless bridge had been put forward based on some improvement of the old integral abutment jointless bridge. The main difference between these two forms is one anchor beam has been added at the end of the approach pavement. Here the anchor beam is used to control the length of the approach pavement. After one year study, the basic performance of the integral abutment jointless bridge with anchor beam had been grasped. At the beginning of2009, a new bridge form named'integral abutment jointless bridge with pre-cut cracks' has been put forward. And the main improvement of the bridge is the pre-cut cracks have been added in the approach pavement. Here the pre-cut cracks in the approach pavement are to control the development of the cracks along the approach pavement when the temperature of the main girder changes. After the cracks have been made in the approach pavement, the space of the cracks could be control in allowable value and also the tensile force between the approach pavement and the approach slab could be decreased. This paper mainly focuses on the theoretical and experimental research of these two new bridge forms. The main research results are shown as follows:
1. In order to control the length of the approach pavement, the integral abutment jointless bridge with anchor beam had been put forward. The internal force and deformation calculation formula of the integral abutment jointless bridge had been deduced. The reinforcement calculation program of the reinforced approach pavement had been complied. The crack spaces and the crack widths had been calculated when all kinds of the experimental parameters had been inputted the program. High absorbing ability of the temperature deformation of the main girder had been approved by the temperature effect simulation experiment of the integral abutment jointless had been carried out in the lab. But also some drawbacks had been found, such as the crack spaces of the cracks in the approach pavement are too small to satisfy with the highway standard allowance. So the bridge form could not be used to absorb the big temperature change of the main girder. At the same time, the bigger displacement of anchor beam toward the end of main girder appeared when the bigger temperature change had been considered. So the design of anchor beam should be pay more attention to.
2. In order to control the cracks development along the approach pavement, to reduce the tensile force between the approach slab and the approach pavement and to make the cracks transform from the frist one of the approach pavement to the last one of the approach pavement as well, a new bridge form named integral abutment jointless bridge with pre-cut cracks had been put forward. The cracks distribution pattern had been received through the temperature effect simulation experiment of the new bridge form in the lab. All the cracks widths are satisfied with the allowance of the highway specification. High crack load transfer capacity of the crack with the biggest crack width has been found through the theory analysis of the deflection value between the cracks. Small influence of the soil pressure at the end of abutment has been found when the temperature deformation had been considered, so the design and construction requirement of the abutment could be lower. Also high absorbing ability of the temperature deformation of the main girder had been found. In the end, the19m long approach pavement of the experimental model had been approved that it could be used to absorb the total length of90m and considering20degree temperature change of the integral abutment jointless bridge.
3. The stresses calculation model and differential equation formula of force balance of the reinforced approach pavement had been established according to the linear constitutive bond-slip relationship between the reinforcement steel and the concrete. The calculation formula of crack width, the internal force and the deformation had been deduced. The calculation formula of crack width only considers the temperature change of the main girder also had been deduced. In order to get the crack width of the surface of the approach pavement, the surface crack width transform parameter was recommended in this paper. The construction items of the pre-cut cracks in the approach pavement which should be pay attention to had been put forward by combining with the pavement construction procedures.
4. The performance of the reinforced approach pavement considered the temperature load, lane traffic load and embankment settlement at the end of the abutment had been studied. Also experiment model considered the temperature load, lane traffic load and embankment settlement at the end of the abutment had been simulated in the lab. The3D ANSYS software had been used to simulate the same situation. The whole stiffness of integral abutment jointless bridge was bigger than the non jointless bridge for the connection among the main girder of the bridge, the approach slab and the approach pavement. Big influence of the crack width had been found when considered the settlement at the end of the bridge abutment. In order to control the crack width, the settlement at the end of the abutment should be controlled strictly.
5. The experimental and the theoretical analysis of the cycle temperature load experiment which added at the integral abutment jointless bridge experimental mode had found that the friction forces and the anchor forces are smaller with load cycle number increased. And big influence of the crack width at the pre-cut joints also had been found. So cycle temperature load should be taken into the crack width calculation theory of the integral abutment jointless bridge with pre-cut cracks. Also high anti-seismic ability of the jointless bridge had been found in the experiment.
1.为了能有效的控制配筋接线路面的长度,本文提出了带地梁的半整体式全无缝桥结构型式。推导了带地梁的无缝接线路面在均匀温度作用下的内力与变形计算公式；编制了相应的配筋接线路面的配筋计算程序,并将实验获得的各项材料参数带入程序计算,得到了配筋接线路面的裂缝间距及裂缝宽度值；通过对带地梁的半整体式全无缝桥的温降模拟试验,得知带地梁的半整体式全无缝桥具有很强的吸纳梁体变形的能力,延性好。但接线路面裂缝间距不满足道路规范对于裂缝间距的要求,因此设计时不能将该带地梁的配筋接线路面用于吸收太大的梁体变形,否则会影响到配筋接线路面的耐久性。同时,得知锚端地梁随着张拉荷载的增加发生了很大的向桥跨的变形,因此需加强锚端地梁的设计。
2.为了控制接线路面裂缝的分布规律,减少接线路面与搭板之间的拉力,使裂缝持续的传递到带锯缝接线路面的末端,本文进一步提出了带预锯缝的半整体式全无缝桥体系,其工作原理与半整体式全无缝桥一致。通过对该桥型的温降模型试验,测得带预锯缝的配筋接线路面在张拉作用下的锯缝处裂缝分布规律。通过对最大裂缝宽度处锯缝两侧弯沉的试验测量及锯缝传荷能力的理论分析,发现带预锯缝的配筋路面锯缝有很好的荷载传递能力。实验测得带预锯缝的半整体式无缝桥对台后的土压力影响较小,从而降低了桥台的设计和施工要求。同时通过对比搭板末端张拉位移与锯缝处所有裂缝宽度和的差值,发现带预锯缝的接线路面锯缝有很强的吸纳梁体温降产生的纵向水平位移的能力。最后通过对实验结果的分析,说明模型中设计的长19m的接线路面模型可用于桥跨均匀温降20℃,总长达90m的无缝桥梁接线路面。
3.通过对带预锯缝的半整体式全无缝桥的实验分析,结合钢筋与混凝土间粘结滑移的线性本构关系,建立了带预锯缝的半整体式无缝桥配筋路面由于梁体温度变化引起的配筋路面受拉变形的应力计算模型及平衡微分方程组,通过解答微分方程组,得到了在梁体温降作用下,预锯缝处裂缝宽度的计算公式及配筋路面内力与变形解析表达式。推导了由于梁体在温降作用时产生的收缩变形,配筋路面干缩和温缩等引起的配筋路面裂缝宽度计算公式。引入了表面裂缝宽度转化系数η,推导出了配筋路面的路面裂缝宽度计算公式。并结合一般路面施工缝施工程序,提出了带预锯缝全无缝桥配筋路面施工应该注意的事项。
4.分析了在温度和车道荷载的共同作用下,工后沉降对接线路面使用性能的影响。在室内进行了大比例无缝桥模型试验,模拟了温度、车道荷载和台后不均匀沉降的共同作用,测得竖向荷载对半整体式无缝桥梁端反力及变形及台后土压力影响较小,但竖向荷载对加载点及其附近锯缝处的裂缝宽度影响较大。同时文中建立了半整体式全无缝桥3D有限元模型,且建立相同长度的常用搭板模型进行对比分析。从实验结果和3D有限元数值模拟结果来看,虽然半整体式全无缝桥搭板在台后不均匀沉降情况下变形较常用搭板模型小,但台后不均匀沉降量增加的同时也增加了搭板内的应力,且较常用搭板模型大,使搭板处于不利状态。从行车舒适度及路面耐久性的角度考虑,应尽量减少半整体式无缝桥搭板因沉降引起的变形,严格控制台后不均匀沉降量。
5.对两种半整体式全无缝桥配筋接线路面的延性实验和理论分析。通过带预锯缝的半整体式无缝桥配筋路面往复张拉实验(模拟无缝桥在均匀温度作用下,包含温升、降作用),测得面层和基层间的摩阻力、摩阻系数及锚固力随着往复加载次数的增加而不断减小,但往复张拉增加了预锯缝处裂缝宽度。由于裂缝宽度是影响路面板使用性能及耐久性的控制因素,因此在设计应计入往复荷载对裂缝宽度的影响。因此文中引入往复荷载对裂缝宽度影响的系数ζ。(往复荷载影响系数),计入往复荷载对裂缝宽度影响,得到了裂缝宽度的最终公式。最后通过三个周期往复张拉实验及对其进行位移延性计算,论证了半整体式全无缝桥的高延性性能,即有很强的抗震性能。
Jointless bridge is one kind of bridges which using integral abutment, semi-integral abutment or continuous spans cancelling all the expansion devices. Hunan University research team had put forward one new form of integral abutment jointless bridge in1998. The bridge connects the approach slab and approach pavement with the main girder of the bridge. And the main mechanism of the bridge is using the cracks produced in the approach pavement to absorb the shrink deformation caused by the temperature effect of the main girder. In2008one new form of integral abutment jointless bridge had been put forward based on some improvement of the old integral abutment jointless bridge. The main difference between these two forms is one anchor beam has been added at the end of the approach pavement. Here the anchor beam is used to control the length of the approach pavement. After one year study, the basic performance of the integral abutment jointless bridge with anchor beam had been grasped. At the beginning of2009, a new bridge form named'integral abutment jointless bridge with pre-cut cracks' has been put forward. And the main improvement of the bridge is the pre-cut cracks have been added in the approach pavement. Here the pre-cut cracks in the approach pavement are to control the development of the cracks along the approach pavement when the temperature of the main girder changes. After the cracks have been made in the approach pavement, the space of the cracks could be control in allowable value and also the tensile force between the approach pavement and the approach slab could be decreased. This paper mainly focuses on the theoretical and experimental research of these two new bridge forms. The main research results are shown as follows:
1. In order to control the length of the approach pavement, the integral abutment jointless bridge with anchor beam had been put forward. The internal force and deformation calculation formula of the integral abutment jointless bridge had been deduced. The reinforcement calculation program of the reinforced approach pavement had been complied. The crack spaces and the crack widths had been calculated when all kinds of the experimental parameters had been inputted the program. High absorbing ability of the temperature deformation of the main girder had been approved by the temperature effect simulation experiment of the integral abutment jointless had been carried out in the lab. But also some drawbacks had been found, such as the crack spaces of the cracks in the approach pavement are too small to satisfy with the highway standard allowance. So the bridge form could not be used to absorb the big temperature change of the main girder. At the same time, the bigger displacement of anchor beam toward the end of main girder appeared when the bigger temperature change had been considered. So the design of anchor beam should be pay more attention to.
2. In order to control the cracks development along the approach pavement, to reduce the tensile force between the approach slab and the approach pavement and to make the cracks transform from the frist one of the approach pavement to the last one of the approach pavement as well, a new bridge form named integral abutment jointless bridge with pre-cut cracks had been put forward. The cracks distribution pattern had been received through the temperature effect simulation experiment of the new bridge form in the lab. All the cracks widths are satisfied with the allowance of the highway specification. High crack load transfer capacity of the crack with the biggest crack width has been found through the theory analysis of the deflection value between the cracks. Small influence of the soil pressure at the end of abutment has been found when the temperature deformation had been considered, so the design and construction requirement of the abutment could be lower. Also high absorbing ability of the temperature deformation of the main girder had been found. In the end, the19m long approach pavement of the experimental model had been approved that it could be used to absorb the total length of90m and considering20degree temperature change of the integral abutment jointless bridge.
3. The stresses calculation model and differential equation formula of force balance of the reinforced approach pavement had been established according to the linear constitutive bond-slip relationship between the reinforcement steel and the concrete. The calculation formula of crack width, the internal force and the deformation had been deduced. The calculation formula of crack width only considers the temperature change of the main girder also had been deduced. In order to get the crack width of the surface of the approach pavement, the surface crack width transform parameter was recommended in this paper. The construction items of the pre-cut cracks in the approach pavement which should be pay attention to had been put forward by combining with the pavement construction procedures.
4. The performance of the reinforced approach pavement considered the temperature load, lane traffic load and embankment settlement at the end of the abutment had been studied. Also experiment model considered the temperature load, lane traffic load and embankment settlement at the end of the abutment had been simulated in the lab. The3D ANSYS software had been used to simulate the same situation. The whole stiffness of integral abutment jointless bridge was bigger than the non jointless bridge for the connection among the main girder of the bridge, the approach slab and the approach pavement. Big influence of the crack width had been found when considered the settlement at the end of the bridge abutment. In order to control the crack width, the settlement at the end of the abutment should be controlled strictly.
5. The experimental and the theoretical analysis of the cycle temperature load experiment which added at the integral abutment jointless bridge experimental mode had found that the friction forces and the anchor forces are smaller with load cycle number increased. And big influence of the crack width at the pre-cut joints also had been found. So cycle temperature load should be taken into the crack width calculation theory of the integral abutment jointless bridge with pre-cut cracks. Also high anti-seismic ability of the jointless bridge had been found in the experiment.
引文
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