CN115146345A - Method for determining collision resistance and fortification ship type of bridge and ship by combining static force and dynamic force - Google Patents
Method for determining collision resistance and fortification ship type of bridge and ship by combining static force and dynamic force Download PDFInfo
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Abstract
The invention discloses a method for determining the collision resistance and the fortifying ship shape of a bridge ship by combining static force and dynamic force, which comprises a method for determining the collision resistance and the fortifying ship shape based on an equivalent static force method, a method for determining the fortifying ship shape based on an incremental dynamic method and a method for automatically processing and storing data used in the calculation process. The core of the method for determining the ship collision resistance and the fortifying ship type based on the equivalent static force method is the calculation of the bridge ship collision resistance based on a unit load method; the incremental power method is to continuously adjust the tonnage of the ship and carry out iterative solution to obtain the fortifying ship type; meanwhile, in order to accurately and efficiently realize the method for combining static power and dynamic power, an automatic data extraction, storage and processing method is adopted. The method can solve the problems that the ship collision resistance of the bridge pier is unclear, the ship type of bridge fortification is determined without a standard flow, the related solving process is complicated and the like, and provides a quick calculation method and scientific reference for the ship collision resistance design of the bridge and the ship collision risk assessment work.
Description
Technical Field
The invention relates to the fields of bridge ship collision resistance design, bridge ship collision risk assessment and the like, and mainly relates to a method for determining bridge ship collision resistance and a fortifying ship type by combining static force and dynamic force.
Background
A large number of bridges spanning rivers and gulfs are built or are in planning construction in China, the number of the bridges with medium and small span and large span is rapidly increased, and the existence of a large number of old bridges makes the contradiction between the bridge structure and the water ship gradually prominent. In the evaluation of the collision resistance of the bridge, the calculation of the collision resistance of the bridge ship depends on iterative trial calculation, and the calculation efficiency is low; in the 'design standard for preventing collision of highway bridges', the determination of the shape of a fortifying ship is based on a static concept, the influence of a remarkable dynamic effect on the structural safety when the ship impacts a large-span bridge is ignored, and the deviation exists from the actual requirement.
The ship impact seriously harms life and property safety, for small and medium-span bridges, the ship impact resistance and the corresponding damage control mode of each wading pier are quickly and accurately calculated based on a unit load method of equivalent static force and aided by a programming software automation program, and the problems that the ship impact resistance of the pier at present is unclear in representation and the solving process is complicated are solved. The method has the advantages that once the large-span bridge is seriously damaged, economic loss and adverse social effects are huge, the fortification ship type is determined by combining an incremental dynamic method on the basis of an equivalent static unit load method aiming at the large-span bridge, and the fortification ship type can be quickly and relatively accurately obtained.
The invention provides a method for rapidly calculating the ship collision resistance of a bridge wading pier and determining the shape of a bridge fortifying ship, provides a ship collision resistance and fortifying ship shape analysis concept with engineering applicability, determines the ship collision resistance of a bridge pier, a damage mode and a preliminary fortifying ship shape based on an equivalent static unit load method, determines a final fortifying ship shape by considering a power effect in combination with an incremental power method, and provides scientific reference for the design of the ship collision resistance of a related bridge and the evaluation of the ship collision risk of the bridge by using a program automation data extraction, storage and processing method matched with the two methods.
In order to achieve the purpose, the invention adopts the following technical scheme:
a method for determining the collision resistance and the fortification ship type of a bridge ship by combining static force and dynamic force comprises the following 3 points:
I. and for the preliminary stages of the ship collision performance analysis of the medium and small-span bridges and the ship collision performance analysis of the large-span bridges, a bridge ship collision resistance equivalent static force calculation method based on a unit load method is adopted, and a fortifying ship shape is obtained by carrying out reverse thrust according to the calculated bridge ship collision resistance. The method comprises the following steps:
step 1: a full-bridge structural bar system model is established according to the design data. The method comprises the following steps of (1) taking the relevant action of a foundation and a soil body into consideration by adopting a discrete soil spring, and calculating the stiffness of the soil spring by adopting an m method or a p-y curve method;
and 2, step: applying normal use load to the model, carrying out load combination according to the standard, and extracting to obtain the cross-section internal force values (axial force, bending moment and shearing force) of each unit under the normal use load combination;
and step 3: respectively calculating the bending resistance, shearing resistance and other resistance of the section of each unit based on a bending moment-curvature method and an empirical formula method according to the units divided by the established model;
and 4, step 4: applying unit collision load to the model to obtain the cross-section internal force values (bending moment and shearing force) of each unit under the unit collision force;
and 5: based on a unit load method of equivalent static force, traversing all lower structure units to calculate the section resistance coefficient of each unit;
step 6: each wading pier obtains the collision resistance of the corresponding pier and the corresponding damage mode by multiplying the minimum section resistance coefficient by the unit ship collision force;
and 7: substituting the ship collision resistance obtained in the step 6 into the performance checking requirement of the bridge collision resistance support to check the bridge pier support;
and step 8: if the checking calculation of the support performance meets the requirements, the ship collision resistance obtained in the step 6 is used for reversely deducing the fortifying ship shape; and if the support checking calculation does not meet the requirement, modifying the ship collision resistance, repeating the step 7 for iterative analysis until the support performance checking calculation is met, and finally performing reverse thrust on the ship collision resistance to obtain the fortifying ship type.
And II, for the large-span bridge, firstly, preliminarily determining the ship collision resistance and the fortifying ship type of the bridge by adopting a ship collision resistance calculation method based on an equivalent static force, and then, carrying out incremental dynamic analysis on the basis to obtain a ship collision load time course based on dynamic analysis and a corresponding fortifying ship type. The method comprises the following steps:
step 1: for a large-span bridge or a bridge with higher safety level, preliminarily calculating the collision resistance and the fortifying ship shape of the bridge ship according to the method in the step I;
step 2: obtaining a characteristic collision load time course of the primary defense ship type through standard or collision dynamic analysis;
and step 3: carrying out time-course dynamic analysis, and extracting to obtain an internal force extreme value corresponding to the key section;
and 4, step 4: comparing the critical section internal force extreme value with the section resistance:
if the extreme value of the internal force of the key section is approximately equal to the section resistance (within 5 percent of the difference), the primary fortifying ship type can be considered as the actual fortifying ship type;
if the key section internal force extreme value > the section resistance, the actual fortifying ship type < the primary fortifying ship type is shown, the tonnage of the ship is reduced by taking the primary fortifying ship type as a reference, and the steps 2-4 in the claim 3 are repeated until the key section internal force extreme value is approximately equal to the section resistance (within 5 percent of the difference), and the ship type with the reduced tonnage is considered as the actual fortifying ship type;
if the key section internal force extreme value < the section resistance, the actual fortifying ship type is shown to be greater than the primary fortifying ship type, the tonnage of the ship is increased by taking the primary fortifying ship type as a reference, and the steps 2 to 4 in the claim 3 are repeated until the key section internal force extreme value is approximately equal to the section resistance (within 5 percent of the difference), and the ship type with the reduced tonnage can be considered as the actual fortifying ship type;
and 5: and applying the equivalent static load corresponding to the finally obtained fortifying ship type to the structure, and checking the performance of the support. If the ship collision resistance meets the requirement, the calculation is terminated, if the ship collision resistance does not meet the requirement, iteration is carried out, the step 2-the step 5 are repeated, the final ship collision resistance is determined, and the fortifying ship type is obtained through reverse thrust.
And III, in order to meet the requirement of equivalent static force and incremental dynamic force analysis, storing the internal force and resistance of discrete units of the lower structure, quickly calculating the collision resistance of the ship and determining a bridge pier failure mode. Calculating data of all discrete units of each wading pier body and pile foundation are stored in a vector form, programming is carried out by taking an equivalent static unit load algorithm as a core, and a ship collision resistance coefficient vector { alpha ] of all discrete units is obtained through solving ij And (4) automatically traversing the resistance coefficient vector by a program, reading the minimum resistance coefficient, the corresponding unit number and the control mode, and outputting the ship collision resistance of each pier and the corresponding failure mode.
As a further preferred solution, the vector form of claim 4 is stored in: storing the internal force of all discrete units of the pier body and the pile foundation of each wading pier under the combination of normal use load action into S 0 Storing the internal force in the vector space under the action of unit ship collision force to the S I In { R } vector space, and storing the resistance of the ensemble of discrete cells into { R } vector space.
Wherein for { S 0 The vector contains discrete unit number and internal force (axial force N, bending moment M and shearing force Q) { S I The inside of the vector contains discrete unit numbers and internal forces (bending moment M 'and shearing force Q'), and the inside of the vector contains discrete unit numbers and resistance forces (bending resistance and shearing resistance). Calculated { alpha } ij The vector internally comprises discrete unit numbers, resistance coefficients controlled by a bending moment failure mode and corresponding resistance coefficients controlled by a shear failure mode.
As a further preferred solution, the equivalent static unit loading method-based program of claim 4 is characterized in that: and (4) calculating the allowance of the section resistance of each discrete unit of the wading pier in the model relative to the unit ship collision force effect to generate a ship collision force coefficient vector. The mathematical model expression is as follows:
the pier ship collision resistance is determined by the minimum ship collision resistance coefficient of the discrete units of each pier, and the control mode corresponding to the minimum ship collision resistance coefficient is the destruction mode. The program algorithm can traverse the resistance coefficient vector space to read the minimum value, output the ship collision resistance of each pier, and lock the corresponding unit number and the destruction mode at the same time. The mathematical model is as follows:
{R c }＝P min(α ij }
{R c -is the boat collision resistance vector (unit: kN); p is unit ship collision force (unit: kN); { alpha ] ij The vector is marked by the cell number i and the failure mode j ("0" for flexural failure and "1" for shear failure).
Advantageous effects
The method provides scientific reference for ship collision resistance design and ship collision risk assessment work of related bridges, provides an appearance representation taking unit ship collision force as a reference for solving the problem that the ship collision resistance capability of the pier is unclear at present, utilizes a programming program to automatically calculate resistance coefficients of all units of the pier, and provides a quick calculation method for solving the problem that the solving process is complicated. For a large-span bridge, a fortification ship type is determined by combining an incremental power method and considering a power effect, and the ship type is used for carrying out evaluation, fortification and other work, so that the bridge fortification scheme has safety and economy.
Drawings
FIG. 1 is a general conceptual diagram of the present invention;
FIG. 2 is a flow chart of the present invention in use;
FIG. 3 is a view considering a pile-soil phase a full-bridge model of interaction;
FIG. 4 is a schematic diagram of the theory of equivalent static unit load method and vector space storage;
FIG. 5 is a GUI program computing interface diagram;
FIG. 6 is a time-course diagram of a collision force load corresponding to the tonnage of a ship calculated by a 25# pier incremental dynamic method.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The method for determining the collision resistance and the fortifying ship type of the bridge combined with the static force and the dynamic force is explained by combining an active concrete bridge in a certain city. The bridge main bridge is a prestressed concrete continuous rigid frame bridge with variable cross sections of (65 +, 120+ 65) m, and the upper structure is symmetrical about the midspan; the number of the main wading pier is 1# to 4#, the second span is a navigation hole, wherein the 1# pier and the 4# pier are column piers, the 2# pier and the 3# pier are double-limb thin-wall piers, and the section form and the pier height of the pier are the same in pairs; the pile foundations are all drilled cast-in-place pile foundations, and the pile lengths are different due to geological condition difference; the structural security level is two. According to the maximum span of more than 100m and the safety level, the bridge belongs to the category of large-span bridge types, and the final fortification ship type needs to be determined by combining an incremental power method. The calculation flow is shown in fig. 2.
The implementation steps are as follows:
firstly, obtaining each key section form of the full bridge according to the bridge design drawing, and establishing a full bridge finite element model by using rod finite element analysis software. Wherein the superstructure is built on the basis of the principle of unchanged overall stiffness; the lower bridge pier is subjected to careful finite element division, so that the result data are more accurate; comparing a design drawing and a recent detection report of a bridge, the No. 1-3 pier foundation is mainly scoured, the No. 4 pier foundation is scoured and silted, the thickness of the soil covering after scouring is considered for the pier pile foundation which has been scoured, the pile foundation which is scoured and silted is considered according to an original design scouring line, and a soil spring is simulated by adopting an'm' method. The full-bridge model is built as in fig. 3.
And secondly, applying the functions of self weight, second stage, flowing water pressure, automobile load and the like in the model, and carrying out load function combination. The automobile load is transversely distributed according to the mode of the most adverse influence line, and the folding and reducing effect of the longitudinal lane is considered. The cross-sectional internal force values (axial force N, bending moment M and shearing force) of all discrete units of each pier body and pile foundation under the accidental combined action of extraction loadQ) stored to the domain name S 0 In the vector space of.
And thirdly, calculating the section resistance of each pier and discrete unit of the pile foundation in the bridge finite element model, as shown in table 1, and storing the data into a vector space with a domain name of { R }.
TABLE 1 table of flexural capacity and shear capacity of all discrete units of pier
And fourthly, applying unit collision load in the finite element model, and taking the highest navigation water level plus 1/3 of full-load draught depth of the ship as a load action point. Performing static collision analysis, extracting the internal force values (bending moment M 'and shearing force Q') of each unit section under the action of unit collision force, and storing the internal force values in a domain name of S I In the vector space of.
And fifthly, automatically calculating the ship collision resistance of the bridge pier and the corresponding resistance failure mode (see figure 5) based on a programming program, and quickly obtaining the ship collision resistance of the pier No. 1-4 and the corresponding failure mode, as shown in table 2.
TABLE 2 Collision resistance and failure mode table for each bridge pier
And sixthly, taking calculation of the initial fortification ship type of the No. 1 pier as an example, and performing reverse deduction according to a ship collision force calculation formula to obtain the initial fortification ship type tonnage of 1000DWT.
And 2, calculating the collision load time-course force of the 1000DWT primary defense ship type according to a characteristic collision load time-course calculation formula, wherein the collision load time-course force is shown in figure 6.
And 3, inputting the collision load time course in a time course function form in the rod system finite element software, and acting on the position same as the unit collision load to perform time course dynamic analysis. And extracting the internal force extreme value corresponding to the key section.
TABLE 3 comparative results of internal force and resistance of controlled section (1000 DWT)
As can be seen from table 3, the critical section bending moment extremum > section resistance indicates that the actual fortifying ship model < the preliminary fortifying ship model. And the 1000DWT primary fortification ship type is used as a reference, so that the tonnage of the ship is reduced.
And (3) adjusting the ship shape to be 500DWT, repeating the step (3) to perform time-course dynamic analysis, and then performing the step (4) to extract the extreme value of the internal force of the section and compare the extreme value with the resistance, wherein the result is shown in a table 4.
TABLE 4 comparative results table of internal force and resistance of control section (500 DWT)
The comparison result in table 4 shows that the ship collision resistance of each pier of the main bridge meets the requirement under the condition that the 500DWT ship type is taken as the fortification ship type, namely, when a ship collision accident occurs, the pier cannot be seriously bent or sheared to cause the collapse of the whole bridge structure.
And 5, comparing the fortifying ship type determined by the equivalent static unit load method with the fortifying ship type determined by the incremental dynamic method through repeated iterative calculation, and finally, using the 500DWT ship type as the regulated fortifying ship type.
And calculating the 500DWT fortifying ship type equivalent static ship collision force through a ship collision force calculation formula, applying the calculated 500DWT fortifying ship type equivalent static ship collision force to a ship collision position in the model, and checking and calculating the support performance.
The upstream side support of the 1# pier box beam adopts a GPZ3000SX type basin-shaped rubber support, the downstream side adopts a GPZ3000DX type basin-shaped rubber support, and the total thickness of the supports is 11cm. The checking results are shown in table 5 according to the standard checking requirements.
TABLE 5 checking table for 500DWT fortifying ship type equivalent static collision support performance
According to the table, under the condition that the 500DWT ship type is used as the fortifying ship type, the anti-collision performance checking calculation of the support saddle of each pier of the main bridge can meet the checking calculation requirement. Therefore, the final defense ship type of the pier No. 1 is 500DWT.
Repeating the steps 1-5 for the pier No. 4; and for the 2# pier and the 3# pier, because the piers are rigidly connected with the main beam and no support exists between the main beam and the pier, the support performance checking calculation in the step 5 is not needed, one iteration process is reduced, and the calculation is simpler and more convenient.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered as the technical solutions and the inventive concepts of the present invention within the technical scope of the present invention.
Claims (6)
1. A method for determining the collision resistance and the fortification ship type of a bridge ship by combining static force and dynamic force comprises the following steps: the method comprises a bridge ship collision resistance calculation and fortification ship type determination method based on an equivalent static force method, a bridge ship collision fortification ship type determination method based on an incremental dynamic method, and a calculation data automatic processing method matched with the methods.
2. The method for determining the impact resistance and the fortifying ship type of the bridge and the ship combined by the static force and the dynamic force as claimed in claim 1, is characterized in that: and in the preliminary stages of the ship collision performance analysis of the medium-small span bridge and the ship collision performance analysis of the large-span bridge, a bridge ship collision resistance calculation method based on an equivalent static force unit load method is adopted, and a fortifying ship type is obtained by carrying out reverse deduction according to the calculated bridge ship collision resistance. The method comprises the following steps:
step 1: establishing a full-bridge structure rod system model according to the design data. The discrete soil spring is adopted to consider the relevant action of the foundation and the soil body, and the stiffness of the soil spring is calculated by adopting an m method or a p-y curve method;
and 2, step: applying normal use load to the model, carrying out load combination according to the standard, and extracting to obtain the cross-section internal force values (axial force N, bending moment M and shearing force Q) of each unit under the normal use load combination;
and step 3: respectively calculating the bending resistance, shearing resistance and other resistance of the section of each unit based on a bending moment-curvature method and an empirical formula method according to the units divided by the established model;
and 4, step 4: applying unit collision load to the model to obtain the cross-section internal force values (bending moment M 'and shearing force Q') of each unit under the unit collision force;
and 5: based on an equivalent static force unit load method, traversing all lower structure units to calculate the section resistance coefficient of each unit;
step 6: each wading pier obtains the minimum section resistance coefficient multiplied by the unit ship collision force, and then the corresponding pier ship collision resistance and the corresponding damage mode can be obtained;
and 7: substituting the ship collision resistance obtained in the step 6 into the performance checking requirement of the bridge collision resistance support to check the bridge pier support;
and 8: if the checking calculation of the support performance meets the requirements, the ship collision resistance obtained in the step 6 is used for reversely deducing the fortifying ship shape; and if the support checking calculation does not meet the requirement, modifying the ship collision resistance, repeating the step 7 for iterative analysis until the support performance checking calculation is met, and finally performing reverse thrust on the ship collision resistance to obtain the fortifying ship type.
3. The method for determining the impact resistance and the fortifying ship type of the bridge and the ship combined by the static force and the dynamic force as claimed in claim 1, is characterized in that: for a large-span bridge, firstly, preliminarily determining the ship collision resistance and the fortifying ship type of the bridge by adopting a ship collision resistance calculation method based on an equivalent static force, and then, carrying out incremental dynamic analysis on the basis to obtain a ship collision load time course based on dynamic analysis and a corresponding fortifying ship type, wherein the method comprises the following steps of:
step 1: for a large-span bridge or a bridge with higher safety level, preliminarily calculating the collision resistance and the fortifying ship type of the bridge ship according to the method in claim 2;
step 2: obtaining a characteristic collision load time course of the primary defense ship type through standard or collision dynamic analysis;
and step 3: carrying out time-course dynamic analysis, and extracting to obtain an internal force extreme value corresponding to the key section;
and 4, step 4: comparing the critical section internal force extreme value with the section resistance:
if the extreme value of the internal force of the key section is approximately equal to the section resistance (within 5 percent of the difference), the primary fortifying ship type can be considered as the actual fortifying ship type;
if the key section internal force extreme value is larger than the section resistance, the actual fortifying ship type is smaller than the primary fortifying ship type, the tonnage of the ship is reduced by taking the primary fortifying ship type as a reference, and the steps 2 to 4 in the claim 3 are repeated until the key section internal force extreme value is approximately equal to the section resistance (within 5 percent of the difference), and the ship type with the reduced tonnage is considered as the actual fortifying ship type;
if the key section internal force extreme value is less than the section resistance, the actual fortifying ship type is larger than the primary fortifying ship type, the tonnage of the ship is increased by taking the primary fortifying ship type as a reference, and the steps 2 to 4 in the claim 3 are repeated until the key section internal force extreme value is approximately equal to the section resistance (within 5 percent of the difference), and the ship type with the reduced tonnage is considered as the actual fortifying ship type;
and 5: and applying the equivalent static load corresponding to the finally obtained fortifying ship type to the structure, and checking the performance of the support. If the ship collision resistance meets the requirements, the calculation is terminated, if the ship collision resistance does not meet the requirements, iteration is carried out, the step 2 to the step 5 are repeated to determine the final ship collision resistance, and the defense ship type is obtained through reverse thrust.
4. The method for determining the impact resistance and the fortifying ship type of the bridge and the ship combined by the static force and the dynamic force as claimed in claim 1, is characterized in that: in order to meet the requirements in equivalent static force and incremental dynamic analysis, the internal force and resistance storage of discrete units of the lower structure, the rapid calculation of ship collision resistance and the determination of a pier failure mode. Calculating data of all discrete units of each wading pier body and pile foundation are stored in a vector form, programming is carried out by taking an equivalent static unit load algorithm as a core, and a ship collision resistance system of all discrete units is obtained by solvingNumber vector { a ij And (5) automatically traversing the resistance coefficient vector by a program, reading the minimum resistance coefficient and the corresponding unit number and control mode thereof, and outputting the ship collision resistance of each pier and the corresponding failure mode.
5. The method for determining the impact resistance and the fortifying ship type of the bridge and the ship combined by the static force and the dynamic force as claimed in claim 4, wherein the method comprises the following steps: storing the internal force of all discrete units of the pier body and the pile foundation of each wading pier under the combination of normal use load action to { S 0 Storing the internal force in the vector space under the action of unit ship collision force to the S I In { R } vector space, and storing the resistance of the ensemble of discrete cells into { R } vector space. Wherein S 0 The vector contains discrete unit number and internal force (axial force N, bending moment M and shearing force Q) { S I The inside of the vector contains discrete unit numbers and internal forces (bending moment M 'and shearing force Q'), and the inside of the vector contains discrete unit numbers and resistance forces (bending resistance and shearing resistance). Calculated { a ij The vector internally comprises discrete unit numbers, resistance coefficients controlled by a bending moment failure mode and corresponding resistance coefficients controlled by a shear failure mode.
6. The method for determining the impact resistance and the fortifying ship type of the bridge and the ship combined by the static force and the dynamic force as claimed in claim 4, is characterized in that: and (4) calculating the allowance of the section resistance of each discrete unit of the wading pier in the model relative to the unit ship collision force effect to generate a ship collision force coefficient vector. The mathematical model expression is as follows:
the pier ship impact resistance is determined by the minimum ship impact resistance coefficient of the discrete units of each pier, and the control mode corresponding to the minimum ship impact resistance coefficient is the destruction mode. The program algorithm can traverse the resistance coefficient vector space to read the minimum value, output the ship collision resistance of each pier, and lock the corresponding unit number and the destruction mode at the same time. The mathematical model is as follows:
{R c }＝Pmin{α ij }
wherein { R c The vector of the ship collision resistance (unit: kN); p is unit ship collision force (unit: kN); { alpha ] ij The vector is marked by the cell number i and the failure mode j ("0" for bending failure and "1" for shearing failure).
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|---|---|---|---|---|
| CN116467776A (en) * | 2023-03-28 | 2023-07-21 | 长安大学 | Bridge impact multi-failure mode resistance calculation method based on energy equivalence |
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| CN116467776B (en) * | 2023-03-28 | 2023-09-05 | 长安大学 | Bridge impact multi-failure mode resistance calculation method based on energy equivalence |
| CN117845776A (en) * | 2024-03-05 | 2024-04-09 | 保利长大工程有限公司 | Installation and construction method of steel box girder |
| CN117845776B (en) * | 2024-03-05 | 2024-05-31 | 保利长大工程有限公司 | Installation and construction method of steel box girder |
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