基于实桥加载的钢桥面铺装数值模型优化  

Optimization of Numerical Model of Steel Deck Pavement Based on Practical Bridge Loading

作　　者：张德佳[1] 叶奋[1] 袁金凤 蒋国杰[1] 

机构地区：[1]同济大学道路与交通工程教育部重点试验室,上海201804 [2]奥图泰上海冶金设备技术有限公司,上海200051

出　　处：《公路交通科技》2013年第7期103-106,125,共5页Journal of Highway and Transportation Research and Development

基　　金：上海市城乡建设和交通委员会科研项目

摘　　要：为保证数值分析的准确,以铺装层与钢板间的最大纵向剪应力和铺装层表面的横向最大拉应变为指标,对数值模型的横向尺寸、纵向尺寸、横隔板底约束以及单元大小等参数进行分析,得到优化模型。同时,以上海市桃浦路蕴藻浜桥工程为实桥研究对象,利用光纤光栅传感器对实桥铺装层的表面横向应变、纵向应变以及铺装层间横向应变、纵向应变进行静载测试,并与计算值对照验证。研究结果表明:模型的横向尺寸取7个U肋的距离为最优尺寸;纵向取3跨时已可以保证计算精度,简支约束更能符合桥面整体约束状态;横隔板底部的约束应采用全固定约束。采用优化模型分析得到的计算值与实桥加载得出的实测值变化趋势基本一致,仅个别工况点位存在差异。Taking the maximum longitudinal shear stress between pavement and steel deck and the maximum lateral tensile strain at pavement surface as indicators, the optimization model is established by analysing the parameters of numerical model including lateral dimension, longitudinal dimension, diaphragm bottom constraint and unit size to ensure the accuracy of numerical analysis. The static load tests on pavement surface horizontal strain and vertical strain, pavement interlayer horizontal strain and vertical strain are performed by using fiber bragg grating sensor on Yunzaobang bridge of Taopu road in Shanghai, and verified with calculated value. The results show that （1） the lateral optimal dimension is the distance of 7 U ribs; （2） the dimension of three spans long in longitudinal direction can guarantee the calculation accuracy simply supported constraints is more aligned with the overall constraint condition of bridge deck pave （4） all fixed constraint should be adopted at the diaphragm bottom. The calculated value and measured have the same change trend through ;（3） ment ; value comparison of the results obtained by numerical analysis and bridge test, and only individual point is different.

关 键 词：桥梁工程 钢桥面铺装 优化模型 数值分析 实桥试验 

分 类 号：U443.33[建筑科学—桥梁与隧道工程]