CN112069584A - Design method of ductile structural pier for railway - Google Patents
Design method of ductile structural pier for railway Download PDFInfo
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- CN112069584A CN112069584A CN202010968002.5A CN202010968002A CN112069584A CN 112069584 A CN112069584 A CN 112069584A CN 202010968002 A CN202010968002 A CN 202010968002A CN 112069584 A CN112069584 A CN 112069584A
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
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- G06F30/00—Computer-aided design [CAD]
- G06F30/10—Geometric CAD
- G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/02—Piers; Abutments ; Protecting same against drifting ice
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- G06F30/20—Design optimisation, verification or simulation
- G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
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- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
Abstract
The invention discloses a design method of a ductility structure pier for a railway, which takes the intensity of a multi-earthquake without changing the initial elastic line rigidity and allowable stress control as a design target, because a filled building material is not provided with stressed longitudinal ribs and stirrups, under the action of a multidirectional coupling reciprocating load under an earthquake, the filled building material is not coordinated with the deformation of restrained concrete along with the increase of displacement requirements, and the filled building material is withdrawn from working at proper time under the action of the earthquake, namely the filling part is not counted to improve the integral bearing capacity after the section of a pier column enters plasticity, and only the contribution of the filled building material to the rigidity and the intensity of an elastic section of a pushing curve of the pier column is considered. The pier stud with the internally contracted cross section and the pier stud filled with the peripheral material are subjected to earthquake proof checking calculation under different fortification intensities, so that the contradiction that the initial rigidity requirement and the bearing capacity are difficult to coordinate in the existing railway pier stud design method is effectively solved, the manufacturing cost and the design difficulty of the lower foundation are reduced, and the method has great popularization significance and application prospect.
Description
Technical Field
The invention relates to the technical field of pier anti-seismic performance design, in particular to a design method of a ductile structural pier for a railway.
Background
The anti-seismic design specifications for railway engineering (GB50111-2006) stipulate the performance requirements of anti-seismic fortification targets corresponding to three seismic dynamic levels of a frequently encountered earthquake, a design earthquake and a rare earthquake in railway engineering, and the method comprises the steps of designing the strength under the frequently encountered earthquake and carrying out deformation checking calculation under the rare earthquake. As shown in fig. 1, a performance curve 2 of the conventional pier stud structure is shown, wherein an abscissa is a deformation-related parameter and an ordinate is a bearing capacity-related parameter. When the deformation parameter of the pier column exceeds the K point, the tensile region cracks, and the rigidity of the pier column begins to reduce; the point A1 is an allowable stress checking point; the point B1 is a yield point, the corresponding bearing capacity does not consider 'super strong' design bearing capacity, after the point B1 is exceeded, the pier column bearing capacity is continuously improved, but the rigidity degradation speed is increased, and damage begins to accelerate and accumulate along with the development of plastic deformation; point D is the maximum plastic deformation capability point available in the pier design, i.e., maximum ductility of the pier design. Under the condition of a frequent earthquake, the structure needs to be in an elastic working stage after the earthquake, the limit of allowable stress under special load is met according to the specification needs, although the specification does not carry out checking calculation (checking calculation support) on the designed earthquake action of the pier stud, the plastic deformation of the pier stud is controlled, the residual deformation and the rigidity degradation are ensured to be within the damage controllable range, namely the section 0-A1 in the figure 1, and the normal operation can be carried out without repairing after the earthquake; under the design earthquake, the whole pier structure is in the inelastic working stage, namely the section A1-B1 in the figure 1, the structure is possibly damaged, and the pier structure can be put into operation immediately after simple maintenance; in rare earthquakes, the structure is in an elastic-plastic working stage, great damage can be caused after the earthquake, but the structure does not collapse integrally, namely in a section behind B1 in figure 1, and the plastic development degree of the pier column is controlled by a nonlinear displacement ductility ratio. The performance stages conform to the performance requirements of the seismic fortification target under three seismic motion levels in the specification, but except the point A1, the bearing capacity corresponding to the allowable stress is designed, and the rest performance points have no requirements on the relevant parameters of the bearing capacity in the design, namely, the performance of the railway pier column can meet the strength requirement of the existing railway seismic design specification no matter the performance of the railway pier column is the section 0-K-A1-B1-D2 or the section 0-K-A1-B1-C1-D1 in the figure 1. However, in the existing design, the allowable stress of the material in a certain working state is limited to carry out structural design and resistance checking calculation, so that the bearing capacity of the pier column after the point A1 is obviously improved, the super-strong design bearing capacity threatens the structural safety of the lower foundation, and the construction cost of the foundation is increased; and reducing the section size of the pier column, reducing the strength and the reinforcement ratio of the longitudinal reinforcements and the like is difficult to simultaneously meet the requirements of the rigidity of the 0-K section and the strength of the A1 point, and the existing railway bridge pier column has the design contradiction which is difficult to solve.
Moreover, as the railway bridge pier is influenced by large live load of the upper structure, large braking force and high structural importance coefficient, the section size of the railway pier is far larger than that of the common highway municipal bridge pier; in addition, in order to ensure normal driving, the railway bridge pier stud needs to meet the requirement of minimum linear rigidity in the specification along the bridge direction, and the requirement of minimum linear rigidity and maximum break angle in the specification in the transverse bridge direction, so that the design flexibility of the section size of the railway bridge pier stud is further limited, and therefore, certain difficulties and contradictions exist in reducing the ultimate bearing capacity while ensuring the linear rigidity; meanwhile, the relative standard design methods of the railway bridge and the highway bridge have great difference, and the superstrong control and design method for the pier column in the highway earthquake-resistant standard system is difficult to be directly applied to the earthquake-resistant design of the railway pier.
Disclosure of Invention
The invention aims to overcome the defects that the existing method for designing the pier column of the railway bridge does not effectively consider the adverse effect of the super-strong bearing capacity of the pier column on the overall anti-seismic performance of the structure in a high-intensity earthquake area, the contradiction exists between the pier column design and the basic design, and the control and design method for the super-strong pier column in a highway anti-seismic standard system is difficult to directly apply to the anti-seismic design of the railway pier, and provides a method for designing a ductility structure pier for a railway.
In order to achieve the above purpose, the invention provides the following technical scheme:
the structure adopted by the invention is that the size of the section of the potential plastic hinge area at the bottom of the pier column is directly reduced, the redundant bearing capacity is reduced, the rigidity is reduced along with the reduction of the size of the section, and the reinforcement is carried out by filling the peripheral material.
A design method of a ductile structural pier for a railway comprises the following steps:
a. establishing a single pier model for the bottom of the first pier column by adopting a fiber unit, and calculating a push curve of the first pier column;
b. introducing the design bearing capacity of the corresponding foundation of the first pier stud as a control parameter, and setting a maximum bearing capacity design target value within the range of the nonlinear displacement ductility ratio limit value of the first pier stud;
c. gradually retracting the section of the potential plastic hinge region of the pier bottom section of the first pier stud, keeping the thickness of the protective layer of the longitudinal rib of the region unchanged to obtain a second pier stud, and calculating a push curve of the second pier stud after each retraction until the second pier stud meeting the maximum bearing capacity design target value in the step b is obtained;
d. c, checking whether the second pier stud obtained in the step c meets the limit value requirement of the nonlinear displacement ductility ratio in the rare earthquake-resistant checking calculation, and if not, after the design parameters are adjusted, repeating the steps a-c;
e. and d, filling building materials in the periphery of the inner shrinkage section of the second pier column meeting the requirement of the limit value in the step d to obtain a third pier column, calculating a push-over curve of the third pier column, respectively checking whether the rigidity of the elastic line of the third pier column meets the design requirement, performing earthquake-resistant checking to determine whether the strength requirement under the condition of multiple earthquakes is met, and if the requirement is met, finishing the design of the ductile structural pier.
Preferably, the step a comprises the steps of establishing a single pier model by using the fiber units and the elastic units for the rest parts of the potential plastic hinge area at the bottom of the pier column to perform finite element analysis, and calculating the push curve of the first pier column.
Further preferably, the number of the elastic units is at least 5.
The accuracy of calculation is improved conveniently.
Preferably, in the step c, the longitudinal ribs on the section of the pier bottom are retracted by 50-100mm each time.
Preferably, in the step c, the longitudinal ribs of the section inner contraction section and the longitudinal ribs of the pier body section can be arranged in a breaking way or in a bending way.
Preferably, in the step e, if the strength level of the building material is not satisfied, the building material or the strength level of the building material is replaced, and the checking calculation is performed again.
Preferably, in the step e, the building material comprises plain concrete or high-strength mortar.
Preferably, in the step e, the outer surface of the filling area of the third pier stud is flush with the outer surface of the adjacent area.
The size and the appearance of the pier are consistent with those of other pier columns adopting the existing design method, so that the integral coordination and unification on the landscape are realized while the construction is convenient.
Preferably, if the pier stud is a hollow pier, the inwardly tapered section is located within the height of the solid section of the hollow pier.
Compared with the prior art, the invention has the beneficial effects that: the method aims to design the intensity of the multi-earthquake without changing the initial elastic line rigidity and the allowable stress control, and because the filled building material is not provided with stressed longitudinal bars and stirrups, the deformation of the filled building material is not coordinated with the deformation of the restrained concrete along with the increase of displacement requirements under the action of the multidirectional coupling reciprocating load under the earthquake. The pouring construction of the two parts is asynchronous, a pouring interface exists, the stress of the edge of the interface is concentrated, the operation is timely quitted under the action of an earthquake, namely the improvement of the whole bearing capacity of the filling part is not counted after the section of the pier enters the plasticity, and only the contribution of the filled building material to the rigidity and the strength of the elastic section of the pushing curve of the pier is considered. The pier column with the internally contracted cross section and the pier column filled with the peripheral material are subjected to earthquake proof checking calculation under different fortification intensities, the design method of the pier bottom plastic hinge area cross section is provided, the contradiction that the initial rigidity requirement and the bearing capacity are hard to coordinate in the existing railway pier column design method is effectively solved, the manufacturing cost and the design difficulty of the lower foundation are reduced, and the method has great popularization significance and application prospect.
Drawings
FIG. 1 is a schematic diagram of a performance curve of a railroad bridge pier stud in the prior art;
FIG. 2 is a flow chart of a method of designing a ductile structural pier for railroad according to the present invention;
FIG. 3 is a diagram of a computational model of step a according to the present invention;
FIG. 4 is a push-over curve of a first pier in an embodiment;
FIG. 5 is a push curve of the second pier and the third pier in the 200mm inward retraction scheme;
FIG. 6 is a push curve of a second pier and a third pier in a 300mm retraction scheme;
FIG. 7 is a push curve of the second pier and the third pier in the 400mm retraction scheme.
Detailed Description
The present invention will be described in further detail with reference to test examples and specific embodiments. It should be understood that the scope of the above-described subject matter is not limited to the following examples, and any techniques implemented based on the disclosure of the present invention are within the scope of the present invention.
Examples
Taking a certain line as an example, the seismic fortification intensity of the line is 8 degrees (0.2g), and the site group is as follows: group III, a multi-span simply supported girder bridge and live load ZKH, belonging to a railway class C bridge. The pier structure is a double-line single pier, the calculated height is 23.5m, the concrete strength is C35, a round-end type solid pier is provided, the longitudinal bar is HRB400, the reinforcement rate is 0.9%, and the thickness of the protective layer is 40 mm. The pier bottom section of the pier column in the original design scheme is of the conventional structure. The geological conditions of the pier foundation are general, and the bearing capacity of the pier column needs to be controlled in an ultra-strong manner in order to reduce the cost of the foundation.
The method for designing the ductile structural pier for the railway comprises the following steps as shown in figure 2:
a. establishing a single pier model for the bottom of the first pier column by adopting a fiber unit, and calculating a push curve of the first pier column;
b. introducing the design bearing capacity of the corresponding foundation of the first pier stud as a control parameter, and setting a maximum bearing capacity design target value within the range of the nonlinear displacement ductility ratio limit value of the first pier stud;
c. gradually retracting the section of the potential plastic hinge region of the pier bottom section of the first pier stud, keeping the thickness of the protective layer of the longitudinal rib of the region unchanged to obtain a second pier stud, and calculating a push curve of the second pier stud after each retraction until the second pier stud meeting the maximum bearing capacity design target value in the step b is obtained;
d. c, checking whether the second pier stud obtained in the step c meets the limit value requirement of the nonlinear displacement ductility ratio in the rare earthquake-resistant checking calculation, and if not, after the design parameters are adjusted, repeating the steps a-c;
e. and d, filling building materials in the periphery of the inner shrinkage section of the second pier column meeting the requirement of the limit value in the step d to obtain a third pier column, calculating a push-over curve of the third pier column, respectively checking whether the rigidity of the elastic line of the third pier column meets the design requirement, performing earthquake-resistant checking to determine whether the strength requirement under the condition of multiple earthquakes is met, and if the requirement is met, finishing the design of the ductile structural pier.
Modeling is carried out on a first pier stud (namely the pier stud in the original design scheme) by adopting universal finite element software Engineer's studio V9.08, as shown in figure 3, a fiber unit is adopted for a potential plastic hinge area at the bottom of the first pier stud, a related calculation method referring to the section rules of aseismic design of highway bridges can be adopted for the height range of the potential plastic hinge area, the height range can also be determined according to the plastic curvature range calculated by the fiber unit, elastic units are adopted for the rest parts of the first pier stud, and if the elastic units are divided into at least 5, a single pier model is established, and if the calculated axial force is 20000kN, the single pier model is converted into the pier top quality. In earthquake-resistant analysis, the material strength standard value and the allowable stress design value can be set according to the design specification of railway bridge and culvert concrete structures, the unconstrained concrete and longitudinal bar constitutive curve can be set according to the design specification of concrete structures, and the constrained concrete constitutive parameter can be set according to the detailed rule of highway bridge earthquake-resistant design. If concrete material main parameters and steel bar material main parameters required by calculation are respectively shown in the following table 1 and table 2, earthquake motion parameters are input into the single pier model, and the push curve of the first pier is calculated.
TABLE 1 concrete materials Main parameters
TABLE 2 main parameters of reinforcing bar material
The push-cover curve of the first pier (pier in the original design scheme) is shown in fig. 4, the intensity of the multi-encountered earthquake is controlled by the allowable stress value of the tension longitudinal bar, for example, the required value of the pier in the original scheme under the multi-encountered earthquake is 95121kNm, the maximum bearing capacity in the displacement requirement range under the rare earthquake (the displacement ductility coefficient is 3.77) is 181562kNm, and the ratio of the bearing capacity corresponding to the allowable stress point (the super-strength coefficient) is 1.58. The original design scheme is an uncontrolled design of displacement ductility ratio under rare earthquakes. Of course, the first pier stud can be subjected to only push-cover analysis without earthquake checking calculation, namely, the maximum bearing capacity within the range of the nonlinear displacement ductility ratio limit value is adopted.
Introducing the design bearing capacity of the corresponding basis of the first pier stud as a control parameter, wherein the design bearing capacity of the corresponding basis and the linear rigidity requirement of the first pier stud are as follows if: (1) the foundation is designed as a capacity protection component, and in consideration of engineering economy of the foundation, if the maximum bearing capacity (bending moment) in the displacement requirement range under the earthquake rarely occurs at the bottom of the pier is reduced to be within 150000kNm, namely the maximum bearing capacity of the pier column in the original design scheme needs to be reduced by more than 20%, so that the design requirement of the foundation is met. (2) The rigidity of the elastic wire is basically consistent with the original scheme.
And then gradually shrinking the pier bottom section of the first pier column inwards according to the contour line to obtain a second pier column, wherein the shrinking inwards is performed for 50-100mm each time, the longitudinal ribs of the shrinking section in the section can be disconnected from or bent and connected with the longitudinal ribs of the pier body section, the bending angle of the longitudinal ribs is required to comply with the requirements of the related cold bending specification of the steel bars, the deformation capacity and strength of the longitudinal ribs after bending are not obviously influenced, the bending section is provided with a hoop reinforcement to avoid premature buckling of the longitudinal ribs, if the pier column is a hollow pier, the shrinking section is positioned in the height of the solid section at the lower part of the hollow pier, after the longitudinal ribs are shrunk inwards, a protective layer is still reserved, the thickness can be kept consistent with the original scheme, the favorable influence on the durability after the peripheral material is properly considered to be reduced, the crack width checking calculation is performed in the static design, and the peripheral material does not participate in the. If three retraction schemes of the second pier stud are respectively obtained: and the inward shrinkage is 200mm, 300mm and 400mm, and in order to show the difference of seismic response results of the three inward shrinkage schemes, the three inward shrinkage schemes are respectively filled with peripheral materials to form a scheme of three third piers. The fiber unit model is adopted to respectively calculate the push curve (second pier push curve) of the retracted core concrete (containing the protective layer) of the three sections of piers and the integral push curve (third pier push curve) containing the externally-coated same-grade plain concrete (strength grade C35), as shown in fig. 5-7, and respectively calculate the pier earthquake response of the retracted core concrete (second pier) of the three sections under rare earthquakes and the pier earthquake response calculation result of the third pier filled with the peripheral materials under the rare earthquakes by the three sections, as shown in table 3 below. In practice, the strength and elastic line stiffness under a multi-earthquake can be calculated only for the third pier column which meets the required retraction 400mm scheme.
TABLE 3 summary of the calculated results
With the increase of retraction, the superstrong coefficient and the maximum bearing capacity of the pier column are remarkably reduced, when the pier column is retracted to 400mm, the maximum bearing capacity within the displacement required value range under the action of rare earthquakes is 139030kNm, which is reduced by more than 20 percent compared with the original scheme, and the requirement of the maximum bearing capacity limit value of 150000kNm is met. The requirement of the nonlinear displacement ductility ratio of rare earthquakes is that 4.3 is smaller than the limit value of the nonlinear displacement ductility ratio specified by the specification and 4.8, so that design parameters do not need to be adjusted, namely the scheme of retracting 400mm is the second pier column meeting the requirement. And if not, repeating the steps a-c after adjusting the design parameters of the first pier stud.
Filling building materials such as plain concrete or high-strength mortar in the periphery of the contracted section of the second pier column (contracted 400mm) meeting the requirements, wherein the outer surface of the filled area is matched with the outer surface of the adjacent area, namely the size and the appearance are consistent with those of other pier columns adopting the existing design method, after the third pier column is filled, calculating the pushing curve of the third pier column, the pouring construction of the contracted core area and the wrapped filling area is not synchronous, a pouring interface exists, the stress of the edge of the interface is concentrated, the improvement of the bearing capacity of the pier column after the section of the pier column enters plasticity is not considered, and only the contribution of the filled building materials to the rigidity and the bearing capacity of the elastic section of the pushing curve of the pier column is considered. Through checking calculation, the rigidity of the elastic line is not obviously changed, and through multi-earthquake checking calculation, the strength requirement of multi-earthquake is met, the design requirement is met, and the design of the ductile pier is completed.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.
Claims (9)
1. A method for designing a ductile structural pier for a railway, comprising the steps of:
a. establishing a single pier model for the bottom of the first pier column by adopting a fiber unit, and calculating a push curve of the first pier column;
b. introducing the design bearing capacity of the corresponding foundation of the first pier stud as a control parameter, and setting a maximum bearing capacity design target value within the range of the nonlinear displacement ductility ratio limit value of the first pier stud;
c. gradually retracting the section of the potential plastic hinge region of the pier bottom section of the first pier stud, keeping the thickness of the protective layer of the longitudinal rib of the region unchanged to obtain a second pier stud, and calculating a push curve of the second pier stud after each retraction until the second pier stud meeting the maximum bearing capacity design target value in the step b is obtained;
d. c, checking whether the second pier stud obtained in the step c meets the limit value requirement of the nonlinear displacement ductility ratio in the rare earthquake-resistant checking calculation, and if not, after the design parameters are adjusted, repeating the steps a-c;
e. and d, filling building materials in the periphery of the inner shrinkage section of the second pier column meeting the requirement of the limit value in the step d to obtain a third pier column, calculating a push-over curve of the third pier column, respectively checking whether the rigidity of the elastic line of the third pier column meets the design requirement, performing earthquake-resistant checking to determine whether the strength requirement under the condition of multiple earthquakes is met, and if the requirement is met, finishing the design of the ductile structural pier.
2. The design method of claim 1, wherein the step a comprises calculating the push-over curve of the first pier by performing finite element analysis on a single pier model established by using fiber units and elastic units on the bottom potential plastic hinge area of the pier and using elastic units on the rest part of the pier.
3. The design method of claim 2, wherein the number of the elastic units is at least 5.
4. The design method according to claim 1, wherein in the step c, the pier bottom section longitudinal ribs are retracted by 50-100mm each time.
5. The design method as claimed in any one of claims 1 to 4, wherein in the step c, the longitudinal ribs of the cross-section inner contraction section and the longitudinal ribs of the pier body section are arranged in a disconnecting or bending connection mode.
6. The design method according to any one of claims 1 to 4, wherein in the step e, if the strength grade of the building material or the building material is not satisfied, the building material or the strength grade of the building material is replaced and the checking calculation is performed again.
7. The design method according to any one of claims 1 to 4, wherein in the step e, the building material comprises plain concrete or high strength mortar.
8. The method of any one of claims 1 to 4, wherein in step e, the outer surface of the filled area of the third pier is flush with the outer surface of the adjacent area.
9. The method of any one of claims 1 to 4, wherein if the pier stud is a hollow pier, the setback section is located within the height of the solid section of the hollow pier.
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| CN113742829A (en) * | 2021-09-03 | 2021-12-03 | 中国铁路设计集团有限公司 | Bridge structure arbitrary section reading processing and section characteristic calculating method |
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