集束群钉装配式钢-混组合梁桥自振特性与车桥耦合分析

doi:10.13229/j.cnki.jdxbgxb.20230871

摘要/Abstract

摘要：

为研究考虑集束群钉非连续剪力连接影响的装配式钢-混组合梁桥动力特性，基于欧拉梁理论和Rayleigh-Ritz法，推导了该类组合梁桥自振特性理论公式，构建了多点不连续剪力约束的装配式组合梁桥车桥耦合模型，分析了路面不平整度、车速、车体质量和集束度对组合梁桥车载动力响应及冲击效应影响特征。结果表明：集束度越大，无剪力连接区越长，桥梁刚度和固有频率越低；路面不平整度提高，冲击系数增大；车速对动力响应影响呈非线性，当车速由100 km/h提高至120 km/h时，冲击系数突增68.10%，车速对动力性能影响显著；车辆质量越大，冲击系数越大，动力响应越强；集束度由0增至0.31时，最大动位移增长较静位移增长略高，冲击系数降低5.25%，集束度对冲击系数影响不显著。

关键词: 桥梁工程, 车桥耦合, 自振特性, 有限元, 不平整度, 冲击系数

Abstract:

In order to study the dynamic characteristics of assembled steel-concrete composite beam bridges considering the influence of discontinuous shear connection caused by cluster-group bolts， a theoretical formula for the self-vibration characteristics of this type of composite girder bridges based on the Euler beam theory and Rayleigh-Ritz method was proposed. A coupled model of the assembled composite beam bridge with multi-point discontinuous shear constraints was established to analyze the effects of road roughness， vehicle speed， vehicle mass， and clustering degree on the dynamic response of the composite beam bridge under vehicle loading and the impact characteristics. The results indicate that as the clustering degree increases and the length of the shear-free connection zone becomes longer， the bridge stiffness and natural frequency decrease. An increase in road roughness leads to a higher impact coefficient. The influence of vehicle speed on dynamic response shows nonlinearity， and when the vehicle speed increases from 100 km/h to 120 km/h， the impact coefficient suddenly increases by 68.10%， significantly affecting the dynamic performance. A greater vehicle mass results in a larger impact coefficient and stronger dynamic response. For clustering degrees ranging from 0 to 0.31， the increase in maximum dynamic displacement is slightly higher than the increase in static displacement， leading to a decrease of 5.25% in the impact coefficient. The effect of clustering degree on the impact coefficient is not significant.

Key words: bridge engineering, vehicle-bridge coupling, natural vibration characteristics, finite element, road roughness, impact coefficient

中图分类号:

TU318.1

范亮,曾文,文强,赵富裕,徐英铭. 集束群钉装配式钢-混组合梁桥自振特性与车桥耦合分析[J]. 吉林大学学报(工学版), 2025, 55(7): 2354-2364.

Liang FAN,Wen ZENG,Qiang WEN,Fu-yu ZHAO,Ying-ming XU. Vibration characteristics of prefabricated steel-concrete composite beam bridges with clustered grouping bolt connection and analysis of vehicle-bridge coupling[J]. Journal of Jilin University(Engineering and Technology Edition), 2025, 55(7): 2354-2364.

图/表 20

图1

图2

图3

图4

图5

图6

图7

表1

集束栓钉连接的钢-混双箱梁桥自振频率"

阶数	$ω s$ /Hz	$ω c$ /Hz	$ω s - ω c ω s / %$
1	2.219	2.023	8.83
2	5.140	4.992	2.88
3	7.338	7.116	3.03
4	7.802	7.234	7.28

表1

图8

图9

表2

施加在光滑路面上的最大动、静位移与冲击系数"

位移与冲击系数	光滑	B级	C级	D级
$? m a x$ /mm	10.067	10.369	11.040	13.358
$?' m a x$ /mm	6.329	6.329	6.329	6.329
$μ$	0.590	0.638	0.744	1.111

表2

图10

图11

表3

仿真得到的最大动、静位移与冲击系数"

位移与冲击系数	车速/（km·h^-1）
位移与冲击系数	40	60	80	100	120
$? m a x$ /mm	9.822	10.636	10.369	8.989	10.800
$?' m a x$ /mm	6.329	6.329	6.329	6.329	6.329
$μ$	0.552	0.681	0.638	0.420	0.706

表3

图12

图13

表4

车体质量模拟得到的最大动、静位移与冲击系数"

位移与冲击系数	车体质量/t
位移与冲击系数	15	20	25	30	35
$? m a x$ /mm	4.560	6.091	8.122	10.150	12.110
$?' m a x$ /mm	3.354	4.311	5.268	6.225	7.183
$μ$	0.360	0.413	0.542	0.630	0.687

表4

图14

图15

表5

集束度模拟得到的最大动、静位移与冲击系数"

位移与冲击系数	集束度
位移与冲击系数	0（均布）	0.04	0.06	0.08	0.12	0.31
$? m a x$ /mm	9.967	9.986	9.994	10.016	10.051	10.356
$?' m a x$ /mm	6.263	6.300	6.315	6.347	6.400	6.722
$μ$	0.592	0.585	0.583	0.578	0.571	0.541

表5

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