CN111680352B - Beam bridge design method for strong inclination and weak bending - Google Patents
Beam bridge design method for strong inclination and weak bending Download PDFInfo
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Abstract
The invention discloses a beam bridge design method for strong-inclination weak-bending, which comprises the following steps: (1) obtaining basic design parameters of a beam bridge; (2) When the load is seriously overloaded, the load of the lane with the unbalanced load is fully distributed as the most unfavorable working condition of overturning; (3) Solving a maximum bending moment M Ck and a bending-resistant bearing capacity M RC of a typical section, and further obtaining an intensity overload coefficient χ; (4) Solving the maximum anti-overturning bearing capacity M RO and the overturning effect M O, and further obtaining an overturning overload coefficient kappa; (5) Checking whether the strong inclination and weak bending design criterion χ is smaller than κ, if yes, entering the step (7), and if not, entering the step (6); (6) Perfecting anti-overturning measures, and importing the anti-overturning measures into the step (2) for calculation again; and (7) ending the design and deriving a design result. The invention can improve the anti-overturning bearing capacity of the bridge and simultaneously can enable the anti-overturning bearing capacity of the bridge to be matched with the strength of the bridge so as to prevent the bridge from overturning.
Description
Technical Field
The invention belongs to the field of bridge design, and particularly relates to a method for designing a girder bridge with strong inclination and weak bending.
Background
In recent years, the situation that too many single-column pier beam bridges are transversely overturned and destroyed under the overload action of motor vehicles, so that serious casualties and economic losses are caused, and the reason that the beam bridges overtake is an important problem.
The occurrence of a beam bridge overturning accident exposes two direct problems, namely, the single-column pier beam bridge has insufficient anti-overturning bearing capacity; and the second is that the anti-overturning bearing capacity of the girder bridge is not matched with the girder bridge strength. The 2018 edition of the design specification of reinforced concrete and prestressed concrete bridge and culvert of the highway adopts the space effect considered based on deformation bodies, and determines the specification of the experimental calculation of the overturning of the girder bridge in the specification. In order to ensure that the bridge has enough anti-overturning bearing capacity, the specification provides 2 key states, namely, under the action of 1.4 times of lane load, the bridge support is not in a void state; under the action of 2.5 times of lane load, the bridge does not topple.
The safety coefficient of 2.5 improves the anti-overturning capability of the bridge, but under the unknown overload effect, when the structure fails, the structural strength is matched with the anti-overturning, and the expected strength damage can not occur, so that the problem is still solved.
Although the main bridge where the overturning accident occurs is a single-column pier bridge, it should be noted that along with the large-scale construction of urban road surfaces, overhead double-deck or even multi-deck traffic systems, adjacent nearer piers are constructed on green belts of the road surfaces, so that the structural form of saving road surface space is frequently fresh. Large cantilever box beams, especially steel box beams, still present a significant risk of overturning.
Therefore, in the design stage of the girder bridge, the problem that the anti-overturning bearing capacity of the girder bridge is matched with the strength of the girder bridge must be fully considered, so that the girder bridge is prevented from overturning during the construction and use process.
Disclosure of Invention
The invention aims to provide a design method of a beam bridge with strong inclination and weak bending, which improves the anti-overturning bearing capacity of the beam bridge and simultaneously enables the anti-overturning bearing capacity of the beam bridge to be matched with the strength of the beam bridge.
A method for designing a beam bridge with strong inclination and weak bending comprises the following steps:
(1) Basic design parameters of the bridge are obtained;
(2) When the vehicle is seriously overloaded, the load of the unbalanced traffic lane is fully distributed to be the most unfavorable working condition of overturning;
(3) Solving a maximum bending moment M Ck and a bending-resistant bearing capacity M RC of a typical section, and further obtaining an intensity overload coefficient χ;
(4) Solving the maximum anti-overturning bearing capacity M RO and the overturning effect M O, and further obtaining an overturning overload coefficient kappa;
(5) Checking whether the strong inclination and weak bending design criterion χ is smaller than κ, if yes, entering the step (7), and if not, entering the step (6);
(6) Perfecting anti-overturning measures, and importing the anti-overturning measures into the step (2) for calculation again;
(7) And (5) ending the design and deriving a design result.
In step (3) and step (4), the maximum bending moment M Ck, the maximum anti-overturning bearing capacity M RO and the overturning effect M O of the typical section are all calculated under the most adverse overturning working condition.
In the step (3), the calculation process of the intensity overload coefficient χ is as follows:
(3-1) taking a midspan cross section of the midspan as a typical cross section, and calculating a bending resistance bearing capacity design value by multiplying a reinforcement super-matching coefficient by a basic combination to represent the bending resistance bearing capacity M RC; when detailed reinforcement data exist, directly adopting the bending strength standard value calculated by the actual reinforcement of the typical section as bending resistance bearing capacity M RC;
(3-2) under the condition of the least adverse working condition of overturning, calculating a load effect according to the standard combination of loads, and calculating to obtain a typical section maximum bending moment M Ck by adopting bridge design software;
(3-3) the intensity overload factor χ is calculated simultaneously on the basis of M RC and M CK and the critical conditions for intensity destruction M CK≤MRC.
For a three-span constant-section continuous beam, the calculation formula of the bending resistance bearing capacity M RC is as follows:
MRC＝1.1×1.0×(1.2ΦqGkl2+1.4×2×ΓqQkl2+1.4×2×ΨPl)
Wherein 1.1 is the super-matching coefficient of the steel bar; 1.0 is a structural importance coefficient; 1.2 and 1.4 are load action subentry coefficients respectively; q Gk is the self-weight concentration of the superstructure, 2l represents the mid-span length; q Qk is a standard value of uniformly distributed load of the road-I level lane load; p is the standard value of the concentrated load of the road-I level lane load; the constants phi, Γ and ψ are respectively
The calculation formula of the typical section maximum bending moment M Ck is:
MCk＝ΦqGkl2+χ(ΦqQkl2+ΨPl)ξ
where ζ is the force increase coefficient in the tank Liang Huozai, 1.15 is taken according to the empirical coefficient method, or calculated according to the specific bridge according to the corrected eccentric pressure method.
In the step (4), the calculation process of the overturning overload coefficient kappa is as follows:
(4-1) under the condition of the most unfavorable capsizing working condition, calculating a capsizing effect M O and an anti-capsizing bearing capacity M RO, wherein the capsizing effect M O is obtained through bridge design software, and the anti-capsizing bearing capacity M RO is obtained through bridge design software or by adopting a formula Calculating to obtain;
Wherein d bi is the anti-torsion support spacing at the ith pier; r i is the supporting reaction force of the effective abutment of the abutment at the ith torsion-resistant abutment under the standard combination;
(4-2) calculating the capsizing overload coefficient κ based on M O and M RO and the critical capsizing condition M O≤MRO simultaneously.
For a three span constant section continuous beam, the overturning effect M O and the anti-overturning bearing capacity M RO can be calculated by the following formulas:
when d bC =0, M RO＝ΛqGkldbE+ΛκqQkldbE+ΗκPdbE
When the torque-resistant standoff distance d bE＝dbC is set,
Wherein d bi is the anti-torsion support spacing at the ith pier; r i is the supporting reaction force of the effective support at the ith pier under the standard combination; alpha is the side-to-mid-span ratio; is the counter-force load constant of the end support.
Compared with the prior art, the invention has the following beneficial effects:
the invention can effectively improve the anti-overturning bearing capacity of the girder bridge, ensures that the strength damage occurs before the overturning damage on the design level, and realizes the control of the damage mode of the girder bridge under uncertain load so as to achieve the aim of matching the anti-overturning bearing capacity with the bending bearing capacity.
Drawings
FIG. 1 is a flow chart of a method of designing a beam bridge with strong inclination and weak bending according to the present invention;
FIG. 2 is a plan view of an exemplary three-span continuous beam bridge in accordance with an embodiment of the present invention;
FIG. 3 is a diagram showing the calculation of unit loads of side span symmetry action of a three-span single-column pier girder bridge according to an embodiment of the present invention;
FIG. 4 is a computational schematic of a three-span single-column pier bridge based on the principle of symmetry;
FIG. 5 is a graphical representation of the calculation of the overturning minimum design bending moment and overload factor.
In the figure: 1. a beam body; 2. an end torsion-resistant support; 3. the end part is anti-torsion with the central axis of the support; 4. a middle torsion-resistant support; 5. the middle torsion-resistant support central axis; 6. the maximum allowable unbalanced load lane line.
Detailed Description
The invention will be described in further detail with reference to the drawings and examples, it being noted that the examples described below are intended to facilitate the understanding of the invention and are not intended to limit the invention in any way.
As shown in fig. 1, a method for designing a beam bridge with strong inclination and weak bending comprises the following steps:
s1, acquiring basic design parameters of a beam bridge;
S2, fully distributing the lane load of the unbalanced lane as the most unfavorable overturning working condition when the vehicle is seriously overloaded;
S3, solving a maximum bending moment M Ck and a bending-resistant bearing capacity M RC of a typical section, and further obtaining an intensity overload coefficient χ;
s4, solving the maximum anti-overturning bearing capacity M RO and the overturning effect M O, and further obtaining an overturning overload coefficient kappa;
s5, checking whether the strong-inclination weak-bending design criterion χ is smaller than κ, if yes, entering the step (7), and if not, entering the step (6);
S6, perfecting anti-overturning measures, such as increasing the anti-torsion support spacing, increasing the consolidation piers and the like, and guiding the anti-overturning measures into the step (2) again for calculation;
And S7, ending the design and deriving a design result.
The method for designing the girder bridge with strong inclination and weak bending according to the embodiment of the invention is specifically described below by taking a certain three-span constant-section continuous girder bridge as an example.
Step S1, basic design parameters of the three-span constant-section continuous beam bridge are obtained, and are shown in FIG. 2, wherein the basic design parameters comprise a beam body 1, an end anti-torsion support 2, an end anti-torsion support central axis 3, a middle anti-torsion support 4, a middle anti-torsion support central axis 5 and an allowable maximum unbalanced load lane line 6.
Midspan 2 l=35m, side midspan ratio α=1.43, end torsional support spacing d bE =3.5m, mid torsional support spacing d bC =0m, maximum allowable off-load lane line spacing d s =5.7m, upper structural dead weight q Gk = 232.3kN/m.
And S2, determining that the lane load full distribution of the unbalanced load is the most unfavorable working condition of overturning. The computational diagram of fig. 3 can be further simplified to fig. 4 when symmetrical unit loads are arranged between AB and CD of the structure shown in fig. 3 at distances x from points B and C.
And S3, under the condition of the least favorable overturning condition, calculating the typical section bending resistance bearing capacity M RC. Since this embodiment is a three-span constant cross-section continuous beam bridge, it can be calculated as follows:
MRC＝1.1×1.0×(1.2ΦqGkl2+1.4×2×ΓqQkl2+1.4×2×ΨPl)＝32499.07
Wherein 1.1 is the steel bar super-matching coefficient; 1.0 is a structural importance coefficient; 1.2 and 1.4 are load action subentry coefficients respectively; the superstructure has a self-weight concentration q Gk = 232.3kN/m; standard value q Qk = 10.5kN/m for uniform load distribution of road-class I lane load; the standard value P=330 kN of the concentrated load of the road-I level lane load; constant (constant)
Further, as shown in fig. 5, the loading effect is calculated according to the standard combination of the loads, so as to obtain the characteristic section maximum bending moment M Ck＝ΦqGkl2+χ(ΦqQkl2 +ψpl) ζ=13528.59+5085.84χ, and then the bridge strength overload coefficient χ=3.73 is obtained according to the critical condition of strength failure M ck≤MRC.
And S4, under the condition of the load of the toppling least favorable lane, calculating the toppling effect M O and the anti-toppling bearing capacity M RO under the condition of the load of the toppling least favorable lane. Since this embodiment is a three-span constant cross-section continuous bridge with a center torsional support spacing d bC =0m, M O and M RO can be calculated as follows:
MRO＝ΛqGkldbE+ΛκqQkldbE+ΗκPdbE＝7114.19+44.36κ
wherein, Is the counter-force load constant of the end support.
Further, the bridge overturning overload coefficient κ=2.06 is found from the occurrence critical overturning condition M O≤MRO.
Step S5, the bridge intensity overload coefficient χ=3.73 calculated in the step S3 and the bridge overturning overload coefficient κ=2.06 obtained in the step S4 are not satisfied with the strong-inclination weak-bending design criterion χ < κ, so step S6 is started.
And S6, perfecting anti-overturning measures, such as increasing the anti-torsion support spacing, increasing the consolidation piers and the like, according to the calculation result, and restarting the step S2.
Until the design criterion χ < κ of strong-inclination weak-bending is satisfied, the design is completed, and the design result is derived.
The foregoing embodiments have described in detail the technical solution and the advantages of the present invention, it should be understood that the foregoing embodiments are merely illustrative of the present invention and are not intended to limit the invention, and any modifications, additions and equivalents made within the scope of the principles of the present invention should be included in the scope of the invention.
Claims (6)
1. The method for designing the beam bridge with strong inclination and weak bending is characterized by comprising the following steps of:
(1) Basic design parameters of the bridge are obtained;
(2) When the vehicle is seriously overloaded, the load of the unbalanced traffic lane is fully distributed to be the most unfavorable working condition of overturning;
(3) Solving a maximum bending moment M Ck and a bending-resistant bearing capacity M RC of a typical section, and further obtaining an intensity overload coefficient χ;
(4) Solving the maximum anti-overturning bearing capacity M RO and the overturning effect M O, and further obtaining an overturning overload coefficient kappa;
(5) Checking whether the strong inclination and weak bending design criterion χ is smaller than κ, if yes, entering the step (7), and if not, entering the step (6);
(6) Perfecting anti-overturning measures, and importing the anti-overturning measures into the step (2) for calculation again;
(7) And (5) ending the design and deriving a design result.
2. The method of claim 1, wherein in step (3) and step (4), the maximum bending moment M Ck, the maximum anti-overturning bearing capacity M RO and the overturning effect M O of the typical cross section are calculated under the most adverse overturning working conditions.
3. The method for designing a bridge with strong inclination and weak bending according to claim 1, wherein in the step (3), the calculation process of the strength overload coefficient χ is:
(3-1) taking a midspan cross section of the midspan as a typical cross section, and calculating a bending resistance bearing capacity design value by multiplying a reinforcement super-matching coefficient by a basic combination to represent the bending resistance bearing capacity M RC; when detailed reinforcement data exist, directly adopting the bending strength standard value calculated by the actual reinforcement of the typical section as bending resistance bearing capacity M RC;
(3-2) under the condition of the least adverse working condition of overturning, calculating a load effect according to the standard combination of loads, and calculating to obtain a typical section maximum bending moment M Ck by adopting bridge design software;
(3-3) the intensity overload factor χ is calculated simultaneously on the basis of M RC and M CK and the critical conditions for intensity destruction M CK≤MRC.
4. The method for designing a girder bridge with strong inclination and weak bending according to claim 3, wherein for a three-span constant-section continuous girder, the calculation formula of the bending-resistant bearing capacity M RC is:
MRC＝1.1×1.0×(1.2ΦqGkl2+1.4×2×ΓqQkl2+1.4×2×ΨPl)
Wherein 1.1 is the super-matching coefficient of the steel bar; 1.0 is a structural importance coefficient; 1.2 and 1.4 are load action subentry coefficients respectively; q Gk is the self-weight concentration of the superstructure, 2l represents the mid-span length; q Qk is a standard value of uniformly distributed load of the road-I level lane load; p is the standard value of the concentrated load of the road-I level lane load; the constants phi, Γ and ψ are respectively
Alpha is the side-to-mid-span ratio;
The calculation formula of the typical section maximum bending moment M Ck is:
MCk＝ΦqGkl2+χ(ΦqQkl2+ΨPl)ξ
where ζ is the force increase coefficient in the tank Liang Huozai, 1.15 is taken according to the empirical coefficient method, or calculated according to the specific bridge according to the corrected eccentric pressure method.
5. The method for designing a bridge for strong-pitch and weak-roll as defined in claim 1, wherein in the step (4), the calculation process of the overturning overload coefficient κ is as follows:
(4-1) under the condition of the least adverse overturning working condition, calculating an overturning effect M O and a maximum anti-overturning bearing capacity M RO, wherein the overturning effect M O is obtained through bridge design software, and the maximum anti-overturning bearing capacity M RO is obtained through bridge design software or by adopting a formula Calculating to obtain;
Wherein d bi is the anti-torsion support spacing at the ith pier; r i is the supporting reaction force of the effective abutment of the abutment at the ith torsion-resistant abutment under the standard combination;
(4-2) calculating the capsizing overload coefficient κ based on M O and M RO and the critical capsizing condition M O≤MRO simultaneously.
6. The method of designing a girder bridge for strong-pitch and weak-roll according to claim 5, wherein for a three-span constant-section continuous girder, the overturning effect M O and the maximum anti-overturning bearing capacity M RO are calculated by the following equations:
When d bC =0, M RO＝ΛqGkldbE+ΛκqQkldbE+HκPdbE
When the torque-resistant standoff distance d bE＝dbC is set,
Wherein d bi is the anti-torsion support spacing at the ith pier; r i is the supporting reaction force of the effective support at the ith pier under the standard combination; alpha is the side-to-mid-span ratio; the counter-force load constant of the end support is set; q Gk is the self-weight concentration of the superstructure, 2l represents the mid-span length; q Qk is a standard value of uniformly distributed load of the road-I level lane load; p is the standard value of the concentrated load of the road-I level lane load; d s is the maximum allowable unbalanced load lane line spacing; d bC is the mid-torsion-resistant standoff distance.
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| CN116380376B (en) * | 2023-06-06 | 2023-09-12 | 海纳云物联科技有限公司 | Dynamic monitoring method for bridge structure overturning risk coefficient |
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