可“临-永”转换抢修钢墩应急使用极限承载力

doi:10.13229/j.cnki.jdxbgxb.20230095

吉林大学学报(工学版) ›› 2023, Vol. 53 ›› Issue (6): 1601-1611.doi: 10.13229/j.cnki.jdxbgxb.20230095

• 交通运输工程·土木工程 • 上一篇

可“临-永”转换抢修钢墩应急使用极限承载力

刘子玉^1,²(),陈士通^1,^2,³(),支墨墨^1,^2,³,黄晓明⁴,陈哲心⁵

^1.石家庄铁道大学大型基础设施性能与安全省部共建协同创新中心，石家庄 050043
^2.石家庄铁道大学河北省交通应急保障工程技术创新中心，石家庄 050043
^3.石家庄铁道大学省部共建交通工程结构力学行为与系统安全国家重点实验室，石家庄 050043
^4.东南大学交通学院，南京 210096
^5.济南金曰公路工程有限公司，济南 250101

收稿日期:2023-02-02 出版日期:2023-06-01 发布日期:2023-07-23
通讯作者: 陈士通 E-mail:2202101008@student.stdu.edu.cn;chst@stdu.edu.cn
作者简介:刘子玉（1995-），男，博士研究生.研究方向：应急交通保障技术.E-mail：2202101008@student.stdu.edu.cn
基金资助:
国家重点研发计划项目(2021YFB2600605)

Ultimate bearing capacity of temporary⁃permanent conversion rush⁃repair steel pier for emergency use

Zi-yu LIU^1,²(),Shi-tong CHEN^1,^2,³(),Mo-mo ZHI^1,^2,³,Xiao-ming HUANG⁴,Zhe-xin CHEN⁵

^1.Collaborative Innovation Center for Performance and Security of Large-scale Infrastructure，Shijiazhuang Tiedao University，Shijiazhuang 050043，China
^2.Hebei Eng. Research Center for Traffic Emergency and Guarantee，Shijiazhuang Tiedao University，Shijiazhuang 050043，China
^3.State Key Laboratory of Mechanical Behavior and System Safety of Traffic Engineering Structures，Shijiazhuang Tiedao University，Shijiazhuang 050043，China
^4.School of Transportation，Southeast University，Nanjing 210096，China
^5.Jinan Kingyue Highway Engineering Company Limited，Jinan 250101，China

Received:2023-02-02 Online:2023-06-01 Published:2023-07-23
Contact: Shi-tong CHEN E-mail:2202101008@student.stdu.edu.cn;chst@stdu.edu.cn

摘要/Abstract

摘要：

研发了一种可“临-永”转换的抢修钢墩，基于ABAQUS三维仿真模拟，首先通过极限承载力因素影响分析确定主材选型；在此基础上，开展钢墩非损伤及损伤状态结构极限承载力研究。结果表明：钢墩极限承载力随支墩径厚比增大而减小，随钢材强度等级提高而增大；钢墩损伤位置相同时，损伤程度越深，极限荷载系数越敏感；钢墩损伤程度相同时，损伤位置越靠近下方，对极限荷载系数的影响越显著；节段局部损伤时，相较于材料刚度退化，随着折减系数的变化，截面尺寸缩减和材料强度退化对极限荷载系数的影响趋势相近、程度相当，且影响更加明显；节段整体损伤时，截面尺寸缩减影响最大，材料强度退化次之，材料刚度退化最小。

关键词: 桥梁工程, 抢修钢墩, “临-永”转换, 极限承载力, 应急使用

Abstract:

A temporary-permanent conversion rush-repair steel pier was developed. Based on ABAQUS three-dimensional simulation， the selection of main material was determined by analyzing the influence factors of ultimate bearing capacity. On this basis， the ultimate bearing capacity of steel pier structures in non-damaged and damaged state was studied. The results show that， the ultimate load bearing capacity of steel pier decreases with the increase of pier diameter to thickness ratio and increases with the increase of steel strength grade. When steel pier damage position is same， the deeper the damage degree is， the more sensitive the ultimate load coefficient is. When the damage degree of steel pier is same， the closer the damage position is to the bottom， the more significant the influence on the ultimate load coefficient is. In the local segmental damage， compared with material stiffness degradation， with the change of reduction coefficient， the impact of section size reduction and material strength degradation on the ultimate load coefficient is similar and more obvious. In the overall damage， the reduction of cross section size has the greatest effect， followed by material strength degradation and material stiffness degradation.

Key words: bridge engineering, rush-repair steel pier, temporary-permanent conversion, ultimate bearing capacity, emergency use

中图分类号:

刘子玉,陈士通,支墨墨,黄晓明,陈哲心. 可“临-永”转换抢修钢墩应急使用极限承载力[J]. 吉林大学学报(工学版), 2023, 53(6): 1601-1611.

Zi-yu LIU,Shi-tong CHEN,Mo-mo ZHI,Xiao-ming HUANG,Zhe-xin CHEN. Ultimate bearing capacity of temporary⁃permanent conversion rush⁃repair steel pier for emergency use[J]. Journal of Jilin University(Engineering and Technology Edition), 2023, 53(6): 1601-1611.

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工况	荷载组合	偏压方式
B₁	单孔轻载（ZKH双列）	单压
B₂	单孔重载（ZKH双列）	单压
B₃	单孔轻载（抢修双列）	单压
B₄	单孔重载（抢修双列）	单压
B₅	单孔轻载（ZKH单列）	双压
B₆	单孔重载（ZKH单列）	双压
B₇	单孔轻载（抢修单列）	双压
B₈	单孔重载（抢修单列）	双压

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可“临-永”转换抢修钢墩应急使用极限承载力

Ultimate bearing capacity of temporary⁃permanent conversion rush⁃repair steel pier for emergency use

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