钢管混凝土组合结构桥梁设计原理与技术发展综述  

Design Principles and Technological Development of Concrete-filled Steel Tube Composite Bridges

作　　者：姜磊[1] 刘永健[1,2] 周绪红 陈宝春[3] 牟廷敏 刘君平 陈洪明[1] JIANG Lei;LIU Yong-jian;ZHOU Xu-hong;CHEN Bao-chun;MU Ting-min;LIU Jun-ping;CHEN Hong-ming(School of Highway,Chang'an University,Xi'an 710064,Shaanxi,China;School of Civil Engineering,Chongqing University,Chongqing 400045,China;School of Civil Engineering,Fujian University of Technology,Fuzhou 350108,Fujian,China;Sichuan Highway Planning,Survey,Design and Research Institute Ltd.,Chengdu 610041,Sichuan,China;College of Civil Engineering,Fuzhou University,Fuzhou 350108,Fujian,China)

机构地区：[1]长安大学公路学院,陕西西安710064 [2]重庆大学土木工程学院,重庆400045 [3]福建理工大学土木工程学院,福建福州350108 [4]四川省公路规划勘察设计研究院有限公司,四川成都610041 [5]福州大学土木工程学院,福建福州350108

出　　处：《中国公路学报》2025年第3期278-302,共25页China Journal of Highway and Transport

基　　金：国家自然科学基金项目(52478125);陕西省留学人员科技活动择优项目(2021-11);中央高校基本科研业务费专项资金项目(300102213207)。

摘　　要：从国内外工程界对钢管混凝土桥梁应用中脱黏和脱空问题的长期质疑,以及钢和混凝土2种材料差异角度入手,综述了钢管混凝土结构界面黏结性能、界面传力性能和结构承载性能3个方面的研究进展,厘清界面脱黏机理,及其由此带来的界面传力和组合作用失效机理。针对此问题,提出内栓钉和PBL加劲型钢管混凝土桥梁结构,并综述创新结构在界面工作性能、节点力学性能、壁板屈曲性能和构件承载性能4个方面的研究成果,论证了创新结构实现钢管和混凝土共同工作的可行性。结果表明:钢和混凝土2种材料在热传导、收缩徐变、泊松比、弹性模量、强度、截面尺度和成型方式等方面均存在较大差异,是产生钢管混凝土脱黏和脱空、界面传力和组合作用失效的根本原因;钢管混凝土界面黏结强度试验结果离散性大,切向和法向黏结强度均不高于1.5 MPa,混凝土水化热、日照温差、混凝土收缩徐变和轴压荷载、疲劳荷载等多种因素耦合作用下,服役期钢管混凝土桥梁界面不可避免地发生脱黏;不同体系的钢管混凝土桥梁界面传力可分为构件和节点界面传力,尚缺少完善的桥梁界面传力模型,仅能借鉴房建中柱顶构件界面传力和梁-柱节点界面传力模型;不同类型脱黏对钢管混凝土承载性能影响不同,球冠形脱黏影响最小,部分环形脱黏次之,环形脱黏影响最明显;钢管混凝土中内设的栓钉可以起到连接件作用,确保了界面工作性能和节点传力的可靠性;内设的PBL则兼具连接件和加劲肋作用,一方面,确保了钢管混凝土界面和节点传力的可靠性,另一方面,增强了壁板的局部稳定和构件承载机理。To study long-term debonding effects in the engineering field and promote the development of concrete-filled steel tubular bridges,the interfacial performance,interfacial force transfer,and bearing capacity of concrete-filled steel tubes are reviewed from the point of material differences between steel and concrete.The mechanisms of debonding,interfacial force transfer failure,and composite action failure are explained.Novel structures called concrete-filled steel tubes with internal studs and concrete-filled steel tubes stiffened with PBL are proposed.The interfacial performance,interfacial force transfer,joint mechanical behavior,and bearing performance of these structures are reviewed to demonstrate the feasibility of achieving composite steel tube and concrete core action.The results indicate that steel and concrete have large differences in the aspects of heat conduction,shrinkage and creep,Poisson's ratio,elastic modulus,strength,cross-sectional dimensions,and forming ways.These differences constitute the primary reason for steel-concrete interface debonding,interfacial force transfer failure,and composite action failure.The interfacial bond strength results are highly scattered.Both the tangential and normal bond strengths of the steel-concrete interface are not higher than 1.5 MPa.The steel-concrete interface debonding cannot be avoided for bridges in the service stage owing to multiple factors,including hydration heat,sunshine temperature difference,concrete shrinkage and creep,axial loading,and fatigue loading.The interfacial force transfer for the different bridge systems can be divided into interfacial force transfer of members and joints.To this day,no interfacial force transfer model exists for bridges.Different types of debonding have different effects on the bearing capacity of concrete steel tubes.The spherical cap gap has the least effect followed by the partial circumferential gap.The circumferential gap has the largest effect.Regarding the concrete-filled steel tube with internal studs,it has

关 键 词：桥梁工程 钢管混凝土桥梁 综述 组合结构 脱黏 界面传力 承载机理 内栓钉钢管混凝土 PBL加劲型钢管混凝土 

分 类 号：U441.4[建筑科学—桥梁与隧道工程]