陈德宝, 林志平, 苏庆田, 欧阳明谷, 上官兵. 混合梁刚构桥钢-混结合段的构造优化与试验[J]. 工程力学, 2023, 40(8): 149-160. DOI: 10.6052/j.issn.1000-4750.2021.12.0985
引用本文: 陈德宝, 林志平, 苏庆田, 欧阳明谷, 上官兵. 混合梁刚构桥钢-混结合段的构造优化与试验[J]. 工程力学, 2023, 40(8): 149-160. DOI: 10.6052/j.issn.1000-4750.2021.12.0985
CHEN De-bao, LIN Zhi-ping, SU Qing-tian, OUYANG Ming-gu, SHANGGUAN Bing. STRUCTURAL OPTIMIZATION AND EXPERIMENT OF STEEL-CONCRETE COMPOSITE SEGMENT IN HYBRID-GIRDER RIGID FRAME BRIDGES[J]. Engineering Mechanics, 2023, 40(8): 149-160. DOI: 10.6052/j.issn.1000-4750.2021.12.0985
Citation: CHEN De-bao, LIN Zhi-ping, SU Qing-tian, OUYANG Ming-gu, SHANGGUAN Bing. STRUCTURAL OPTIMIZATION AND EXPERIMENT OF STEEL-CONCRETE COMPOSITE SEGMENT IN HYBRID-GIRDER RIGID FRAME BRIDGES[J]. Engineering Mechanics, 2023, 40(8): 149-160. DOI: 10.6052/j.issn.1000-4750.2021.12.0985

混合梁刚构桥钢-混结合段的构造优化与试验

STRUCTURAL OPTIMIZATION AND EXPERIMENT OF STEEL-CONCRETE COMPOSITE SEGMENT IN HYBRID-GIRDER RIGID FRAME BRIDGES

  • 摘要: 为了研究钢-混结合段的破坏模式及承载力,为局部构造优化提供依据,采用有限元模型分析钢格室高度变化对结合段受力的影响,设计制作2个结合段缩尺模型,分别测试现有工程和优化后的结合段在压剪耦合作用下的受力性能,得到结合段的受压极限承载力和破坏模式。研究表明:钢格室高度的变化对结合段后承压板承担的轴力比例的影响不大;现有工程的结合段的极限破坏状态由钢梁过渡段控制,钢梁过渡段和结合段的安全储备系数分别为3.30和6.65;优化后的钢-混结合段,钢格室高度降低1/3,局部钢板厚度减小1/3,其极限承载力仍高于钢梁过渡段,且安全储备系数为5.58。在设计混合梁刚构桥的钢-混结合段时,建议合理降低钢格室的高度,且将U形开孔剪力板改为O形开孔剪力板,以提高对填充混凝土的面外约束效应。

     

    Abstract: In order to study the failure mode and bearing capacity of the steel-concrete composite segment and to provide an optimization basis for the local construction of a rigid frame bridge with mixed beams, a finite element model was used to analyze the influence of the height change of the steel cell on the stress of the composite segment, and two scale models of the composite segment were designed and fabricated. The mechanical performance of the original and optimized composite segments under the coupling action of compression and shear were tested. The ultimate compressive bearing capacity and failure mode of the composite segment were obtained. The research shows that the height change of the steel cell has little effect on the ratio of the axial force borne by the rear bearing plate of the composite segment. The ultimate failure state of the originally designed composite segment is controlled by the steel girder transition section, and the safety reserve coefficient of the steel girder transition section and the composite segment is 3.30 and 6.65, respectively. The height of the steel cell is reduced by 1/3, and the thickness of the local steel plate is reduced by 1/3 in the optimized steel-concrete composite segment. Its ultimate bearing capacity is still higher than that of the steel girder transition section and the safety reserve coefficient is 5.58. When designing the steel-concrete composite segment of hybrid-girder rigid frame bridges, it is recommended to rationally reduce the height of the steel cell and change the U-shaped perforated shear plate to the O-shaped perforated shear plate to improve the out-of-plane restraint effect on filled concrete.

     

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