考虑上部质量的双柱CFST桥墩抗车辆撞击力学性能研究

杨旭; 王蕊; 赵晖; 樊伟; 毛敏

doi:10.6052/j.issn.1000-4750.2022.01.0019

考虑上部质量的双柱CFST桥墩抗车辆撞击力学性能研究

doi: 10.6052/j.issn.1000-4750.2022.01.0019

杨旭^1,,
王蕊^1,,
赵晖^{1, 2, ,},
樊伟^3,,
毛敏^4,

1.
太原理工大学土木工程学院，山西，太原 030024
2.
天津大学建筑工程学院，天津 300350
3.
湖南大学土木工程学院，湖南，长沙 410082
4.
山西省交通科技研发有限公司，山西，太原 030032

基金项目: 国家自然科学基金项目(52108162) ；山西省自然科学基金项目(20210302123119) ；山西交通控股集团科技项目(20-JKKJ-28)

详细信息

作者简介:
杨旭(1999−)，男，山西人，硕士生，主要从事组合结构基本力学性能研究 (E-mail: yangxu_yc@163.com)

王蕊(1979−)，女，山西人，教授，博士，主要从事组合结构防灾减灾研究 (E-mail: wangrui@tyut.edu.cn)

樊伟(1985−)，男，江西人，教授，博士，主要从事桥梁结构抗冲击与防护研究 (E-mail: wfan@hnu.edu.cn)

毛敏(1983−)，男，湖北人，正高工，硕士，主要从事桥梁抗震与健康监测研究 (E-mail: 13466855439@163.com)

通讯作者:
赵晖(1988−)，男，山西人，副教授，博士，主要从事组合结构抗火与抗撞研究 (E-mail: zhaohui01@tyut.edu.cn)

中图分类号: TU398+.9
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出版历程
- 收稿日期: 2022-01-04
- 修回日期: 2022-04-08
- 网络出版日期: 2022-04-23
- 刊出日期: 2023-09-06

STUDY ON THE IMPACT RESISTANCE OF DOUBLE-COLUMN CONCRETE-FILLED STEEL TUBULAR BRIDGE PIERS CONSIDERING THE SUPERSTRUCTURE MASS

YANG Xu^1
,,
WANG Rui^1
,,
ZHAO Hui^{1, 2
, ,},
FAN Wei^3
,,
MAO Min^4
,

1.
College of Civil Engineering, Taiyuan University of Technology, Taiyuan, Shanxi 030024, China
2.
School of Civil Engineering and Architecture, Tianjin University, Tianjin 300350, China
3.
School of Civil Engineering, Hu’nan University, Changsha, Hu’nan 410082, China
4.
Shanxi Province Transportation Technology R&D Co. Ltd., Taiyuan, Shanxi 030032, China

摘要

摘要: 钢管混凝土(CFST)构件可充分发挥钢管与核心混凝土优点，在桥梁墩柱中已得到应用，抗撞设计是其在墩柱中推广应用的关键问题。因此，该文基于LS-DYNA有限元软件建立了56个车辆撞击双柱CFST桥墩分析模型并进行抗撞机理与参数分析。基于前期落锤撞击结果与实车撞击试验验证了模型可靠性；对典型工况下撞击力和桥墩塑性应变发展、内力分布和能量转换进行研究并重点分析了含钢率、轴压比、货物刚度、车辆质量和速度对CFST桥墩撞击力和侧向位移分布的影响规律；采用等效静力法计算得到25 ms等效车辆撞击力(ESF₂₅)并对AASHTO规程建议值进行评估，提出车撞CFST桥墩撞击力预测公式。结果表明：车辆撞击下CFST桥墩钢管与核心混凝土协同工作，钢管是主要耗能部件；由于上部结构和桥墩惯性作用，不同撞击时刻桥墩内力分布具有显著差异；车辆质量与速度对撞击力发展影响显著，含钢率与轴压比影响较小，货物弹性模量在2000 MPa内变化时影响较大；建议的撞击力公式可较好预测考虑上部质量影响的CFST桥墩撞击力。
- 钢管混凝土 /
- 车辆撞击 /
- 抗撞性能 /
- 机理分析 /
- 等效静力法
Abstract: Concrete-filled steel tubular (CFST) members combine the advantages of steel tube and core concrete, which has been gradually employed in bridge piers, and the impact resistance is a key issue to promote its application. For this purpose, a total of 56 finite element (FE) models of double-column CFST piers subjected to vehicle collision were established using LS-DYNA software, and mechanism analysis as well as parameter studies of impact resistance were performed. The FE models were verified by comparing with the data of the drop-hammer impact and the actual vehicle-impact test. The impact force, the plastic strain development, internal force distribution and energy conversion of typical CFST piers were investigated. The effects of steel ratio, axial-load ratio, cargo stiffness, vehicle mass and speed on the impact force and lateral-displacement distribution were analyzed. The equivalent static force method was used to calculate the 25 ms equivalent vehicle impact force (ESF₂₅), and then the recommended value of AASHTO code was evaluated. The equation for the impact force of CFST piers was proposed. The results showed that steel tubes and concrete can work together well under vehicle impact, and steel tubes are the main energy-absorbing component. Due to the existence of the upper mass and the inertial force, the internal force distribution of the piers corresponding to different impact phases is significantly different. Parametric studies indicated that the vehicle mass and speed have significant influences on the evolution of impact force, while the effects of steel ratio and axial load ratio are marginal. In addition, the Young’s modulus of cargo has an obvious effect when it varies within 2000 MPa. The proposed equation could well predict the impact force of CFST piers considering the influence of the upper mass.
- concrete-filled steel tube (CFST) /
- vehicle collision /
- impact resistance /
- mechanism analysis /
- equivalent static method

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图 1 桥梁有限元模型　/mm

Figure 1. FE model of the bridge structure

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图 2 福特F800卡车模型

Figure 2. Ford F800 truck model

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图 3 有限元与试验结果对比(破坏模式)

Figure 3. Comparison of the failure pattern between FE and test results

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图 4 有限元与试验结果对比(撞击力与挠度)

Figure 4. Comparison of the impact force and deflection between FE and test results

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图 5 车辆破坏模式对比

Figure 5. Failure patterns of trucks

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图 6 车辆撞击力时程曲线对比

Figure 6. Comparison of impact force time-histories

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图 7 车辆撞击力时程曲线图

Figure 7. Time-histories curve of vehicle impact force

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图 8 撞击力随高度和时间分布等值线图

Figure 8. Contours of impact force distribution along the pier height and time

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图 9 桥墩塑性应变发展系列图

Figure 9. Plastic strain development of bridge piers

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图 10 沿桥墩高度截面弯矩和剪力分布图

Figure 10. Bending moments and shear forces along pier height

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图 11 碰撞过程能量变化时程曲线

Figure 11. Energy transformation during collision

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图 12 碰撞过程桥墩部件能量分配

Figure 12. Energy distribution among bridge pier components during collision

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图 13 含钢率影响

Figure 13. Influence of steel ratio

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图 14 轴压比影响

Figure 14. Influence of axial-load ratio

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图 15 货物刚度影响

Figure 15. Influence of cargo stiffness

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图 16 车辆速度影响

Figure 16. Influence of vehicle velocity

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图 17 车辆质量影响

Figure 17. Influence of vehicle mass

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图 18 相关参数对ESF₂₅的影响

Figure 18. Influences of related parameters on ESF₂₅

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图 19 有限元计算值与公式结果对比

Figure 19. Comparison between FE and prediction results

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表 1 材料参数

Table 1. Material parameters

部件	材料模型	参数	值
混凝土	MAT_072R3 (MAT_CONCRETE_DAMAGE_REAL3)	密度	2400 kg/m³
		抗压强度	31.6 MPa
		泊松比	0.2
钢管	MAT_003 (MAT_PLASTIC_KINEMATIC)	密度	7850 kg/m³
		弹性模量	201 GPa
		屈服强度	355 MPa
		切线模量	1500 MPa
		泊松比	0.3
		失效应变	0.2
钢筋	MAT_003 (MAT_PLASTIC_KINEMATIC)	密度	7850 kg/m³
		弹性模量	201 GPa
		屈服强度	400 MPa
		泊松比	0.3
		失效应变	0.2

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表 2 试件参数

Table 2. Parameters of specimen

试件编号	边界条件	试件长度/mm	外径×壁厚/ (mm×mm)	撞击能量/ kJ	来源
DZFS4	固简支	1200	114×3.50	16.65	文献[22]
CC1	两端固支	1940	180×3.65	19.72	文献[23]
CS3	固简支	2400	180×3.65	14.77
SS2	两端简支	2800	180×3.65	14.89

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表 3 设计工况参数

Table 3. Parameters of designed conditions

参数类别	编号	含钢率α	轴压比n	货物弹性模量E/MPa	车辆质量m/t	车辆速度v/(km/h)
含钢率	M12-V100-α6-n0.1-E2000	0.06	0.1	2000	12	100
	M12-V100-α8-n0.1-E2000	0.08	0.1	2000	12	100
	M12-V100-α10-n0.1-E2000	0.10	0.1	2000	12	100
	M12-V100-α12-n0.1-E2000	0.12	0.1	2000	12	100
轴压比	M12-V100-α8-n0.01-E2000	0.08	0.01	2000	12	100
	M12-V100-α8-n0.03-E2000	0.08	0.03	2000	12	100
	M12-V100-α8-n0.07-E2000	0.08	0.07	2000	12	100
	M12-V100-α8-n0.1-E2000	0.08	0.1	2000	12	100
货物弹性模量	M12-V100-α8-n0.1-E200	0.08	0.1	200	12	100
	M12-V100-α8-n0.1-E2000	0.08	0.1	2000	12	100
	M12-V100-α8-n0.1-E20000	0.08	0.1	20000	12	100
	M12-V100-α8-n0.1-E200000	0.08	0.1	200000	12	100
车辆质量	M6-V100-α8-n0.1-E2000	0.08	0.1	2000	6	100
	M12-V100-α8-n0.1-E2000	0.08	0.1	2000	12	100
	M18-V100-α8-n0.1-E2000	0.08	0.1	2000	18	100
	M24-V100-α8-n0.1-E2000	0.08	0.1	2000	24	100
车辆速度	M12-V80-α8-n0.1-E2000	0.08	0.1	2000	12	80
	M12-V100-α8-n0.1-E2000	0.08	0.1	2000	12	100
	M12-V120-α8-n0.1-E2000	0.08	0.1	2000	12	120
	M12-V140-α8-n0.1-E2000	0.08	0.1	2000	12	140
注：“M12-V100-α8-n0.1-E2000”表示车辆质量为12 t、速度为100 km/h、桥墩含钢率为8%、轴压比为0.1、货物弹性模量为2000 MPa。

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