CN114707210B - Numerical simulation method for complex service condition of steel bridge deck pavement - Google Patents
Numerical simulation method for complex service condition of steel bridge deck pavement Download PDFInfo
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Abstract
The invention discloses a method for simulating complex service conditions of steel bridge deck pavement, which comprises the steps of analyzing the structural effect of a whole bridge; simulating a local beam section value; setting temperature conditions and material parameters according to the temperature-related parameters, simulating a temperature field to perform heat transfer calculation, and obtaining the temperature gradient change conditions and corresponding temperature stresses of the determined positions or different positions; establishing a refined composite structure numerical model; applying multiple physical fields, setting hydraulic conditions according to hydraulic related parameters, applying dynamic vehicle axle load, establishing a steel bridge deck pavement model considering the coupling effect of three fields of heat, water and force, simultaneously considering the scale effect of the structure, and obtaining the mechanical response result of the steel bridge deck pavement layer under the complex service condition after stress calculation. The invention effectively combines the coupling effect of multiple physical fields with the multi-scale analysis method, the simulated stress environment of the steel bridge deck pavement better conforms to the actual service environment, and the result can be used for guiding the design scheme selection, the service state evaluation and the like of the steel bridge deck pavement.
Description
Technical Field
The invention relates to the technical field of steel bridge deck pavement, in particular to a numerical simulation method for complex service conditions of steel bridge deck pavement.
Background
The steel bridge deck pavement is a structural layer paved on a steel bridge deck, and compared with a common asphalt pavement, the steel bridge deck pavement has the following characteristics: (1) The service performance of the steel bridge deck pavement is influenced by the overall structural effect of the steel bridge; (2) The service performance of the steel bridge deck is influenced by external factors such as load, temperature, water and the like in the service process. If the complex service condition of steel bridge deck pavement is to be accurately simulated, the common influence of the conditions such as structural effect, load, temperature, water and the like must be considered at the same time. In the existing literature reports, the influence of the structure, the load and the temperature is widely concerned, the learner adopts a structural multi-scale numerical analysis method to simulate the mechanical response of the steel bridge deck pavement under the combined action of the whole bridge structural effect and the load, and the learner also explores the influence of adding the temperature effect in the multi-scale numerical simulation to analyze the coupling stress of the steel bridge deck bonding layer, but does not see a complete method for simulating the mechanical property of the steel bridge deck pavement under the structural effect-temperature-load.
In addition, water damage is one of the most main damage factors of steel bridge deck pavement, but in the current multi-scale analysis of steel bridge deck pavement, the void ratio of asphalt mixture of the bridge deck pavement is considered to be small, so that moisture infiltration is not generated, and therefore the influence of hydrodynamic pressure or a hydraulic field generated by pore water in a structure is not considered. However, in the actual service process of steel bridge deck pavement, especially in high-temperature rainy seasons, the water damage frequency of steel bridge deck pavement under the load action occurs frequently. The above conditions show that the complex influences of the whole bridge structure effect, the temperature, the load and the water need to be considered when simulating the service condition of paving the steel bridge deck. On the other hand, the influence of the factors on the mechanical response of the steel bridge deck pavement is not linearly related, but mutually influenced and coupled, so that the simple superposition of the influences of different effects in numerical simulation is not feasible, and the influence of the coupling effect must be comprehensively considered in a unified model. Under the background, in order to accurately simulate the working state of the steel bridge deck pavement under the actual service condition, a numerical simulation method of the complex service condition of the steel bridge deck pavement is needed.
Disclosure of Invention
The invention aims to solve the technical problem of the prior art and provides a numerical simulation method of complex service conditions of steel bridge deck pavement, which combines a multi-physical field coupling analysis method and a structure multi-scale analysis method, applies the influences of temperature, water and load in a physical field mode in the multi-scale numerical simulation process of the steel bridge deck pavement structure, realizes the simulation of the comprehensive influence of heat-water-force multi-physical field coupling and the whole bridge structure effect, and completes the mechanical response analysis of a specific position A or the most adverse position.
In order to achieve the purpose, the invention adopts the technical scheme that:
a complex service condition simulation method for steel bridge deck pavement comprises the following steps.
Step 2, local beam section numerical simulation: intercepting a standard beam section from the whole bridge finite element numerical model in the step 1, establishing a local beam section structure numerical model containing a pavement layer, extracting a corresponding response internal force or deformation component from the calculation result in the step 1, and adding the corresponding response internal force or deformation component into the local beam section structure numerical model in the form of an equivalent principle or a boundary condition; determining the corresponding response internal force or deformation component according to the beam section position of the standard beam section in the whole bridge finite element numerical model; however, the beam section position needs to be determined according to the final target analysis position; therefore, the corresponding response internal force or deformation component and the final target analysis position are determined according to the following principle:
and when the final target analysis position is a specific position A, directly extracting the internal force or deformation component of the beam section where the position A is located.
And when the position to be analyzed is the most unfavorable position, judging the position of the most unfavorable response according to the internal force or deformation component in the static analysis result of the whole bridge, and further extracting the internal force or deformation component of the beam section at which the most unfavorable response is positioned.
Step 3, applying a temperature field: and (3) testing thermodynamic parameters of materials in the local beam section structure model in the step (2) and actual environment thermal parameters of the area where the bridge position is located, adding the thermodynamic parameters into the local beam section structure numerical model, simulating a temperature field to perform heat transfer calculation, and analyzing the temperature gradient change condition and the temperature stress response of the beam section.
Step 4, numerical simulation of a composite structure: intercepting a composite structure of the steel-containing bridge deck and the asphalt pavement layer from the numerical model of the local beam section structure in the step 2, establishing a refined numerical model of the composite structure, extracting a corresponding response temperature gradient and temperature stress from the step 3, and adding the response temperature gradient and temperature stress into the numerical model of the composite structure in a sub-model mode; the corresponding response temperature gradient and the temperature stress are determined according to the position of the composite structure in the numerical model of the local beam section structure; however, the position of the composite structure needs to be determined according to the final target analysis position; therefore, the corresponding response temperature gradient, the temperature stress and the final target analysis position are determined according to the following principle:
and when the final target analysis position is a specific position A, directly extracting the temperature gradient and the corresponding temperature stress of the composite structure where the position A is located.
And when the position to be analyzed is the most unfavorable position, judging the most unfavorable response position according to the temperature gradient and the temperature stress in the local beam section temperature analysis result, and further extracting the temperature gradient and the corresponding temperature stress of the composite structure where the most unfavorable response position is located.
Step 5, applying a hydraulic field and a loading field: adding a hydraulic boundary condition in the numerical model of the composite structure in the step 4 for simulating a hydraulic field; applying a moving vehicle axle load for simulating a load field; and testing physical and hydraulic parameters of the paving material under the simulated load and temperature, and adding the test result serving as the material parameter into the composite structure numerical model.
Step 6, multi-field coupling response numerical simulation: analyzing the mechanical response of each position in the composite structure numerical model in the step 5; the influence of the whole bridge structure effect in the step 1 and the influence of the temperature field in the step 3 are added into the numerical model of the composite structure in the step 4 in an equivalent transfer mode; after the hydraulic field and the load field in the step 5 are applied, the mechanical response of the steel bridge deck pavement is a mechanical response numerical simulation result comprehensively considering the structural effect and the thermal-hydraulic-mechanical multi-field coupling effect; the mechanical response extraction mode of the final target analysis position under the multi-field coupling effect is as follows:
when the final target analysis position is a specific position A, the mechanical response of the position A is directly extracted.
And when the position to be analyzed is the most unfavorable position, judging the most unfavorable response position according to the mechanical response distribution condition of the composite structure under the multi-field coupling effect, and further extracting the mechanical response of the most unfavorable response position.
Preferably, the whole bridge finite element numerical model in the step 1 is a complete model with the same size as the actual bridge.
Preferably, the standard beam section in step 2 is a standard beam section with the same width as the whole bridge finite element numerical model.
Preferably, the steel bridge deck pavement detail submodel in the step 5 is a pavement-containing orthotropic plate, the length direction of the orthotropic plate comprises 4 transverse partition plates, and the width direction comprises 7U-shaped ribs.
Has the advantages that: the thermal-water-force multi-physical field coupling effect is distributed and added in the multi-scale analysis process of the steel bridge deck pavement structure, and in the composite structure analysis process, the structural effect and the influence of multiple factors such as load, temperature, water and the like are taken into account through the effect equivalence and the application of coupling material parameters, so that the numerical simulation of the complex service condition of the steel bridge deck pavement is realized. The method can more accurately simulate the complex service conditions of the steel bridge deck pavement and improve the accuracy of the mechanical response numerical analysis of the steel bridge deck pavement, thereby better providing a mechanical basis for the design and service state evaluation of the steel bridge deck pavement.
Drawings
FIG. 1 is a schematic diagram of the combination method of multi-physics coupling analysis and structure multi-scale analysis in the present invention.
FIG. 2 is a flow chart of a complex service condition simulation method for steel bridge deck pavement and application thereof.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific preferred embodiments.
As shown in fig. 1, a method for simulating complex service conditions of steel bridge deck pavement comprises the following steps.
The whole bridge finite element numerical model is a complete model with the same size as an actual bridge. The actual bridge full model size in this embodiment is preferably: taking the bridge span 180m +460m +180m and the width 25m as an example, the method for establishing the whole bridge finite element numerical model (pavement layer structure is not established independently, and asphalt pavement is applied in a load mode) preferably comprises the following steps:
step 11, defining node coordinates in a node/unit module according to the size information of the bridge span 180m +460m +180m and the width 25m, and establishing a main beam unit by connecting nodes.
And step 12, setting material properties of Q345 steel and section forms of box-shaped steel beams in the characteristic module, defining stiffening ribs, setting the support to be a double-node general support in the boundary module, and elastically connecting the node and the top.
And step 13, applying a constant load in the construction stage, defining a static load working condition (namely the load is a static load and does not change in size along with time or other factors) in a load module, adding load types to be considered in the mechanical analysis of the steel bridge according to the actual load-bearing action condition of the steel bridge, defining the load in the table as the working condition of the load (CS) in the construction stage and inputting a corresponding load value, wherein the load condition is shown in table 1.
TABLE 1 load Condition parameters
| Name of item | Type of load | Load value taking |
| Self weight of structure (kN/m) 3 ) | Self-weight | 78.5 |
| Diaphragm (kN) | Dead weight (node load) | 8 |
| Web (kN) | Dead weight (node load) | 0.85 |
| Concrete weight (kN/m) | Dead weight (Uniform load) | 198 |
| Asphalt concrete pavement (kN/m) | Second stage (equipartition load) | 28.6 |
| Accessories (kN/m) | Second phase (Uniform load) | 28.0 |
Step 14, activation: during the setting of different construction stages, the main beam unit, the main beam dead weight, the temporary support node and the temporary support are activated in the beam making period; and in the beam erecting period, the permanent support nodes and the permanent supports are activated, and the temporary support nodes and the temporary supports are passivated.
Step 15, applying lane load: and applying lane load on the load module, defining a traffic lane line comprising an eccentric distance, a wheel distance and a bridge span, further defining a standard vehicle load CH-CD according to a specification, adding a moving load working condition and multiplying a corresponding coefficient according to the specification to reduce.
Step 16, calculating internal force: and analyzing and calculating the internal force of the finite element numerical model of the whole bridge, wherein the calculation method is the prior art and is not repeated here, the internal force distribution rule of the whole bridge is obtained, and the hogging moment is selected as a control index.
Step 2, local beam section numerical simulation: and (2) intercepting a standard beam section from the finite element numerical model of the whole bridge in the step (1), establishing a partial beam section structure numerical model containing a pavement layer, extracting internal force or deformation component response from the calculation result of the step (1), and adding the internal force or deformation component response into the partial beam section structure numerical model in the form of an equivalent principle or boundary conditions. The beam section position and response are determined according to the following principle:
and when the final target analysis position is a specific position A, directly extracting the internal force or deformation component of the beam section where the position A is located.
And when the position to be analyzed is the most unfavorable position, judging the position of the most unfavorable response according to the internal force or deformation component in the static analysis result of the whole bridge, and further extracting the internal force or deformation component of the beam section at the position.
The numerical simulation method of the local beam section specifically comprises the following steps.
Step 21, intercepting a standard beam section: and (4) determining the position of the most unfavorable internal force by taking the bending moment as a control index according to the calculation result in the step (1). According to the Saint-Venn principle, after the equivalent load replaces the actual distributed load, the load concentration position has a stress concentration effect, and if the position of the sub-model is far away from the stress concentration position, the sub-model can obtain a more accurate result. Therefore, finite element software is adopted, and a standard beam section where the position of the most unfavorable internal force is located is intercepted from a whole bridge finite element numerical model, and a local beam section structure model is established. The standard beam section is preferably a beam section with the same width as the whole bridge finite element numerical model, and the beam section has the length of 16m and the width of 25m.
Step 22, establishing a geometric model: and adding a main beam, a U rib, a partition plate, a bridge deck plate and a steel bridge deck in the local beam section structure model for pavement, thereby forming the local beam section structure model containing a pavement layer.
Step 23, internal force response transmission: and (2) extracting internal force or deformation components in the range of the intercepted beam section from the calculation result of the step (1), and adding the internal force or deformation components in the range of the intercepted beam section into a local beam section structure numerical model in the form of an equivalent principle or a boundary condition. The internal force equivalence can be realized in a mode that nodes respond to the transmission of the rigid arms, mature schemes are reported in related documents, and details are not repeated.
Step 3, applying a temperature field: and (3) testing thermodynamic parameters of materials in the local beam section structure model in the step (2) and actual environment thermal parameters of the area where the bridge position is located, adding the thermodynamic parameters into the local beam section structure numerical model, simulating a temperature field to perform heat transfer calculation, and analyzing responses such as temperature gradient change conditions and temperature stress of the beam section.
The specific application method of the temperature field comprises the following steps.
Step 31, adding thermal parameters
And (3) testing thermodynamic parameters of materials in the local beam section structure model in the step 2 and environmental thermodynamic parameters of an area where a bridge is located, performing temperature field simulation on the local beam section by adopting an entity heat conduction unit DC3D8, adding thermal parameters of a steel bridge deck and an asphalt pavement layer in an attribute module, such as table 2, and adding actual environmental parameters in an interaction module, such as table 3.
TABLE 2 thermal parameters of the materials
TABLE 3 actual environmental parameters
Step 32, adding thermodynamic parameters
The thermodynamic parameters of the steel deck slab and the asphalt pavement are added, as shown in tables 4 and 5. Wherein, the parameters in table 5 represent thermodynamic parameters corresponding to different temperatures.
TABLE 4 materials mechanics parameters
TABLE 5 modulus of elasticity and coefficient of linear expansion for asphalt concrete pavement
| Test temperature | -10 | 0 | 10 | 20 | 30 | 40 |
| Modulus of elasticity (Gpa) | 5.8 | 4.6 | 3.0 | 1.9 | 1.0 | 0.9 |
| Coefficient of linear expansion (× 10) -5 ) | 5.2 | 4.4 | 3.3 | 2.7 | 2.1 | 1.8 |
The addition of the thermal parameters and the actual environmental parameters can effectively simulate a temperature field, and a temperature field data result is introduced into a predefined field.
Step 33, heat conduction calculation
And step 33A, realizing air temperature and convection heat exchange by adopting a user subprogram FILM, realizing heat radiation by adopting a user subprogram DFLUX, and calculating a temperature field result of the local beam section structure model by adopting a heat conduction analysis step.
Step 33B, updating the computing unit: the unit types of the asphalt pavement layer and the steel bridge deck are updated to be solid units C3D8R, and thin shell units S4R are adopted for dispersing the U-shaped ribs, the transverse clapboards and the like.
Step 33C, stress calculation: temperature field data results are imported in the predefined field and material parameters are set. Because the specific values of the thermal mechanical parameters such as the elastic modulus, the linear expansion coefficient and the like of the asphalt concrete change along with the change of the temperature, the parameter values corresponding to different temperatures are different, the temperature value of the environment is input in the steps, and the simulation software calls the corresponding thermodynamic parameter values of the paving material according to different environment temperatures in the calculation process, so that different temperatures and the corresponding parameters are only required to be input in the material attribute module at one time. And under the temperature field, performing stress heat conduction calculation on the local beam section model to obtain the stress distribution of the local beam section model under the temperature field. The stress calculation method is a mature technology and is not described in detail.
Step 4, numerical simulation of a composite structure: and (3) intercepting a composite structure of the steel-containing bridge deck and the asphalt pavement layer from the local beam section structure model in the step (3), establishing a refined composite structure numerical model, extracting the temperature gradient and the temperature stress response of the corresponding response from the step (3), and adding the temperature gradient and the temperature stress response into the composite structure numerical model in a sub-model mode. The composite structure numerical model comprises structural information such as U ribs, clapboards, bridge decks and steel bridge deck pavement, and related structure and material parameters are set according to actual parameters. Preferably, the length direction of the orthotropic plate comprises 4 transverse partition plates, and the width direction comprises 7U-shaped ribs. In the present embodiment, the size of the orthotropic plate is preferably: the length is 6.86m, the width is 4.34m, and the thickness of the asphalt pavement layer is 55mm.
The corresponding response temperature gradient and the temperature stress are determined according to the position of the composite structure in the numerical model of the local beam section structure; however, the position of the composite structure needs to be determined according to the final target analysis position; therefore, the corresponding response temperature gradient, the temperature stress and the final target analysis position are determined according to the following principle:
and when the final target analysis position is a specific position A, directly extracting the temperature gradient and the corresponding temperature stress of the composite structure where the position A is located.
And when the position to be analyzed is the most unfavorable position, judging the most unfavorable response position according to the temperature gradient and the temperature stress in the local beam section temperature analysis result, and further extracting the temperature gradient and the corresponding temperature stress of the composite structure where the most unfavorable response position is located.
Step 5, applying a hydraulic field and a loading field: adding a hydraulic boundary condition in the numerical model of the composite structure in the step 4 for simulating a hydraulic field; and applying the axle load of the moving vehicle for simulating a load field. And testing physical and mechanical parameters and hydraulic parameters of the paving material under the simulated load and temperature, and adding the test result as the material parameter into the composite structure numerical model.
The specific application method of the hydraulic field and the loading field comprises the following steps.
Step 5A, applying a hydraulic field: and adding hydraulic boundary conditions in the numerical model of the composite structure for simulating a hydraulic field. Preferably, the hydraulic boundary condition is set to be that the asphalt pavement is completely permeable and the surface is a free surface.
Step 5B, applying a load field: and applying the axle load of the moving vehicle for simulating a load field. In the embodiment, the tire pressure of the loaded tire is p =0.7MPa, and the driving speed is v =100km/h.
Step 5C, updating material parameters: and testing physical and mechanical parameters and hydraulic parameters of the paving material under the simulated load and temperature, and adding the test result as the material parameter into the composite structure numerical model. In this example, the permeability coefficient of the asphalt concrete pavement material added was 1.5 × 10 -6 (m/s), the void ratio was 4%.
Step 6, multi-field coupling response numerical simulation: and 5, analyzing the stress strain, deformation and other mechanical responses at each position in the model in the step 5. The final model is added to the numerical model of the composite structure in step 4 through an equivalent transfer mode due to the influence of the whole bridge structure effect in step 1 and the influence of the temperature field in step 3. And (5) after the hydraulic field and the load field are applied, the mechanical response of the steel bridge deck pavement is a mechanical response numerical simulation result comprehensively considering the structural effect and the thermal-hydraulic-mechanical multi-field coupling effect. And judging the position of the most adverse response according to the mechanical response distribution condition of the composite structure under the multi-field coupling effect, wherein the current mechanical response of the position is the final simulated mechanical response of the steel bridge deck pavement under the multi-field coupling effect.
The mechanical response extraction mode of the final target analysis position under the multi-field coupling effect is as follows:
when the final target analysis position is a specific position A, the mechanical response of the position A is directly extracted.
And when the position to be analyzed is the most unfavorable position, judging the most unfavorable response position according to the mechanical response distribution condition of the composite structure under the multi-field coupling effect, and further extracting the mechanical response of the most unfavorable response position.
The analysis result of the mechanical response simulation technology for steel bridge deck pavement under the multi-field coupling effect can be used for evaluating the use state of the steel bridge deck pavement and comparing and selecting the design scheme of the steel bridge deck pavement. The application implementation scenario and beneficial effects of the simulation method are further described below by taking the use condition evaluation of steel bridge deck pavement as an example.
The cracks are the most common defects of the steel bridge deck pavement, and the existing research shows that the layer surface tensile stress of the steel bridge deck pavement is the main control index of the cracks, so that the crack probability of the pavement layer is evaluated by calculating the layer surface tensile stress of the steel bridge deck pavement. By adopting the steps and the method in the embodiment, the layer surface tensile stress of the worst position of the steel bridge deck pavement layer is calculated and recorded in the table 6. Meanwhile, the calculation result of the surface tensile stress of the worst layer of the bridge deck pavement when the structural effect is only considered and the multi-field coupling is not considered is also recorded in the table 6 by adopting the traditional multi-scale simulation method.
TABLE 6 calculated tensile stress value of pavement layer and measured tensile strength value (MPa) of material
| Temperature of | -15℃ | 20℃ | 60℃ |
| Tensile stress of layer surface (method) | 1.18 | 0.72 | 0.19 |
| Tensile stress of layer (traditional method) | 0.86 | 0.49 | 0.21 |
| Tensile Strength (measured value) | 1.25 | 0.77 | 0.42 |
From the data in table 6, compared with the conventional method, after multi-field coupling is considered, the difference of the simulation results of the surface tensile stress of the pavement layer is large, the numerical values are greatly improved at low temperature and normal temperature, and the surface tensile stress of the pavement layer is reduced under the influence of material parameters at high temperature. From the measured value of the material strength and the field observation result, the surface cracks of the bridge deck pavement layer are frequent at low temperature and normal temperature, and are closer to the calculation result considering multiple scales. Accordingly, the cracking probability of different areas of the bridge deck pavement can be further judged, and the service condition of the bridge deck pavement can be comprehensively evaluated, which is not described in detail herein.
Although the preferred embodiments of the present invention have been described in detail, the present invention is not limited to the details of the embodiments, and various equivalent changes may be made within the technical spirit of the present invention, and the technical scope of the present invention is also covered by the present invention.
Claims (4)
1. A complex service condition simulation method for steel bridge deck pavement is characterized by comprising the following steps: the method comprises the following steps:
step 1, analyzing the whole bridge structure effect: establishing a whole bridge finite element numerical model according to the structure and material information of the bridge to be analyzed, applying lane load and second-stage constant load according to requirements, performing static analysis on the whole bridge, and calculating internal force or deformation components;
step 2, local beam section numerical simulation: intercepting a standard beam section from the whole bridge finite element numerical model in the step 1, establishing a local beam section structure numerical model containing a pavement layer, extracting a corresponding response internal force or deformation component from the calculation result in the step 1, and adding the corresponding response internal force or deformation component into the local beam section structure numerical model in an equivalent transfer mode; determining the corresponding response internal force or deformation component according to the beam section position of the standard beam section in the whole bridge finite element numerical model; however, the beam section position needs to be determined according to the final target analysis position; therefore, the corresponding response internal force or deformation component and the final target analysis position are determined according to the following principle:
when the final target analysis position is a specific position A, directly extracting the internal force or deformation component of the beam section where the position A is located;
when the position to be analyzed is the most unfavorable position, judging the position of the most unfavorable response according to the internal force or deformation component in the static analysis result of the whole bridge, and further extracting the internal force or deformation component of the beam section at which the most unfavorable response is positioned;
step 3, applying a temperature field: testing thermodynamic parameters of materials in the numerical model of the local beam section structure in the step 2 and actual environmental thermal parameters of an area where a bridge position is located, adding the thermodynamic parameters into the numerical model of the local beam section structure, simulating a temperature field to perform heat transfer calculation, and analyzing the temperature gradient change condition and the temperature stress response of the beam section;
step 4, numerical simulation of a composite structure: intercepting a composite structure of the steel-containing bridge deck and the asphalt pavement layer from the numerical model of the local beam section structure in the step 2, establishing a refined numerical model of the composite structure, extracting a corresponding response temperature gradient and temperature stress from the step 3, and adding the response temperature gradient and temperature stress into the numerical model of the composite structure in an equivalent transfer mode; determining the corresponding response temperature gradient and temperature stress according to the position of the composite structure in the numerical model of the local beam section structure; however, the position of the composite structure needs to be determined according to the final target analysis position; therefore, the corresponding response temperature gradient, the temperature stress and the final target analysis position are determined according to the following principle:
when the final target analysis position is a specific position A, directly extracting the temperature gradient and the corresponding temperature stress of the composite structure where the position A is located;
when the position to be analyzed is the most unfavorable position, judging the most unfavorable response position according to the temperature gradient and the temperature stress in the local beam section temperature analysis result, and further extracting the temperature gradient and the corresponding temperature stress of the composite structure where the most unfavorable response position is located;
step 5, applying a hydraulic field and a loading field: adding a hydraulic boundary condition in the numerical model of the composite structure in the step 4 for simulating a hydraulic field; applying a moving vehicle axle load for simulating a load field; testing physical and mechanical parameters and hydraulic parameters of the paving material under the simulated load and temperature, and adding a test result serving as a material parameter into the composite structure numerical model;
step 6, multi-field coupling response numerical simulation: analyzing the mechanical response of each position in the composite structure numerical model in the step 5; the influence of the whole bridge structure effect in the step 1 and the influence of the temperature field in the step 3 are added into the numerical model of the composite structure in the step 4 in an equivalent transfer mode; therefore, after the hydraulic field and the load field in the step 5 are applied, the mechanical sound of the steel bridge deck pavement is generated
The simulation result is the mechanical response numerical simulation result comprehensively considering the structural effect and the thermal-hydraulic-force multi-field coupling effect; the mechanical response extraction mode of the final target analysis position under the multi-field coupling effect is as follows:
when the final target analysis position is a specific position A, directly extracting the mechanical response of the position A;
and when the position to be analyzed is the most unfavorable position, judging the most unfavorable response position according to the mechanical response distribution condition of the composite structure under the multi-field coupling effect, and further extracting the mechanical response of the most unfavorable response position.
2. The method for simulating the complex service condition of the steel bridge deck pavement according to claim 1, which is characterized in that: and (3) the whole bridge finite element numerical model in the step 1 is a complete model with the same size as the actual bridge.
3. The method for simulating the complex service condition of the steel bridge deck pavement according to claim 1, which is characterized in that: and (3) the standard beam section in the step (2) is a standard beam section with the same width as the whole bridge finite element numerical model.
4. The method for simulating the complex service condition of the steel bridge deck pavement according to claim 1, which is characterized in that: the composite structure numerical model refined in the step 5 is an orthotropic plate containing pavement, the length direction of the orthotropic plate comprises 4 transverse partition plates, and the width direction of the orthotropic plate comprises 7U-shaped ribs.
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