钢管混凝土桁式拱桥节点疲劳寿命研究
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摘要
钢管混凝土是将混凝土填入薄壁钢管内而形成的一种组合结构,其工作原理就是钢管对其核心混凝土有套箍作用,使核心混凝土处于三向受压状态,从而使核心混凝土的抗压强度和塑性变形能力得到提高。也就是因为这个原因,钢管混凝土比较适合受压结构和构件,如柱子、拱肋等。钢管混凝土拱桥由于承载力高、跨越能力强、施工工方便而发展迅速。
钢管混凝土拱桥的截面形式有很多种,其中钢管混凝土桁式拱桥的拱肋是由钢管直接焊接形成,如此一来,其节点的疲劳问题就比较突出,钢管混凝土拱桥中管节点的疲劳寿命就必须引起重视。对于空心管道连接接头,在海洋平台中已进行了大量有效的试验研究,而对于钢管混凝土连接的研究国内外均甚少。鉴于钢管混凝土拱桥属于新桥型,迄今尚无经历过疲劳损伤或破坏的案例,其疲劳理论研究刚刚起步,疲劳设计体系还未建成,目前还没有专门的设计规范。故其疲劳性能的研究、疲劳分析方法的建立,疲劳设计原则的确定,对桥梁工程界是一项十分迫切的工作。
本文首先介绍了疲劳研究中具有普遍意义的知识点,由此引出圆管节点疲劳研究的两种方法：S-N曲线法和断裂力学法。S-N曲线法中的热点应力法是分析钢管焊接节点的疲劳强度的重要方法之一。在断裂力学法中,应力强度因子K具有重要意义,本文通过建立钢管混凝土桥梁的常用节点对其内外相贯线应力集中系数大小及沿相贯线的分布进行计算；对K型钢管混凝土节点应力强度因子K进行计算且对计算方法进行了总结,同时对钢管混凝土焊接节点研究现状进行了评价,从而为本文针对钢管混凝土大桥寿命预测的研究打下了坚实的基础。
热点应力即最大结构应力,多数位于支管与主管的焊缝焊趾处,该位置极易产生疲劳裂纹。模拟这种复杂的实际问题,建立模型时还需考虑钢管混凝土构件中钢管与混凝土的接触,接触问题涉及到应力集中、边界非线性以及材料或几何非线性等问题。在加载过程中,随着时间的变化,接触面的相互位置、区域大小以及接触状态均是变化的,这些都需要在求解过程中确定,这使得钢管与混凝土的接触问题成为一种高度的非线性行为。对于这种复杂的行为,0.1mm的穿透误差都会导致计算不收敛或错误,本文的计算经验表明,建模时注意保持钢管内壁的节点应与混凝土表面的节点一一对应,这样既能缩短迭代时间,又能保证结果的收敛性,以免出现计算结果的错误。
本文建立了K型及三维的空管—空管节点和空管—钢管混凝土节点的三维实体模型,模拟钢管混凝土桥的受力特点,分析K型节点在不同轴向荷载作用下的热点应力集中系数大小及其沿相贯线的分布。由于钢管混凝土拱桥中弦管承受较大的轴向压力,文中还分析了弦管轴压对K型空管—钢管混凝土节点的应力集中系数大小和分布的影响。
在计算节点应力强度因子时,本文比较了位移外推法,J积分法,全域虚拟裂纹扩展法的优缺点,选用了适合钢管混凝土节点的位移外推法,且综合了奇异单元位移外推法和非奇异单元位移外推法的优点,裂纹尖端采用奇异单元,裂纹尖端周围加密了网格,并设计了合理的过渡网格。楔形奇异单元由20节点等参单元SOLID95通过APDL编制宏命令实现。计算就初始裂纹位置、形状、大小提出了假定,实现了不同裂纹尺寸a/t、a/c的钢管混凝土应力强度因子的计算,且对裂纹尖端周围网格划分提出了相关建议,裂纹尖端网格划分方面建议裂纹尖端网格划分为5层,裂纹尖端单元角度为22.5°,需在裂纹尖端单元外继续进行加密,沿表面裂纹方向保证每10°一个单元,在靠近裂纹末端时,由于斜率的变化较快,可在适当加密。
其次,随着交通基础设施的投资不断增加,由疲劳所引起的公路桥梁破坏数量呈上升趋势,进行公路桥梁车辆疲劳荷载谱的研究十分必要。研究成果用于公路桥梁的疲劳设计及疲劳验算,将会大大减少桥梁疲劳破坏的几率,减少国家人民生命财产的损失。本文针对公路桥梁疲劳荷载谱的原理及指定方法进行相关的介绍；总结了国内外公路桥梁疲劳荷载谱及其目前的研究现状；依据云南省内交通情况调查表制定出适合云南省公路桥梁疲劳分析的实用疲劳荷载频值谱。
目前国内许多地区都制定了适合本地区的荷载谱,但云南省的疲劳荷载谱的研究还是一项空白,本文依据参与云南省公路交通情况调查所形成的《云南省公路交通情况调查(2010年分析资料汇编)》,来制定适合云南省的疲劳荷载谱。据资料汇编统计调查2010年云南省共有各类交通量观测站2003个,其中,连续式观测站16个,长年分小时连续不断地对交通量进行统计,16个连续式观测站均设置在国道上,比较有代表性并且能定性地反映云南省交通量变化规律。本文根据观察结果和参考《中国汽车车型手册》中的数据,将公路上的车辆分为7类V1～V7,据统计数量最多为小型客货车(V1),占车辆总数的61.22%；其次为中型货车(V2)和大型客车(V4),两类车均大约占车辆总数的12%,另外还有少量大型货车(V3),特大货车(V5)、集装箱(V6)和拖挂车(V7)。由于车辆种类繁多,直接用于疲劳荷载分析会相当繁琐,利用相关方法进行简化制定实用疲劳荷载谱,最后得出包括3种模型车辆的实用疲劳荷载频值谱,可以用于云南省公路桥梁的疲劳分析和疲劳设计。
最后,在钢管混凝土拱桥三维有限元模型及其在疲劳车辆荷载作用下的动力响应的基础上进一步进行关键疲劳节点的局部热点应力分析。文中选取不同部位的三个节点建立三维有限元模型,施加符合桥梁实际工况的载荷和位移边界条件,对节点进行热点应力分析。利用热点应力法和断裂力学方法分别计算节点的疲劳裂纹形成寿命和裂纹扩展寿命,两者之和即为节点的疲劳寿命。
本文主要工作成果及创新为：
1)结合云南省公路交通情况调查,形成《云南省公路交通情况调查(2010年分析资料汇编)》,以此为依据,首次研制了云南省桥梁的疲劳荷载谱,为云南山区桥梁的建设提供了科学的依据。
2)根据钢管混凝土桁式拱桥的受力特点,通过构建奇异单元和多个不同形状的表面裂纹模型,对钢管混凝土的表面裂纹进行了数值计算,得到以下成果：
A.钢管混凝土节点与空心钢管混凝土节点的应力热点位置有很大区别。
B.主管边界条件和受力情况的不同,对钢管混凝土节点热点应力的位置和分布有很大的影响。
C.揭示了钢管混凝土节点相贯线的应力强度因子变化规律,为将来类似的研究和桥梁的疲劳分析提供了参考。
3)借鉴目前先进的抗疲劳分析理论及思想,分析了钢管混凝土拱桥接头的疲劳性能,提出了钢管混凝土拱桥节点疲劳设计原则和方法。初步建立了钢管混凝土拱桥节点疲劳设计理论体系。
4)利用了S-N曲线和断裂力学结合的方法来分析预测了钢管混凝土节点的疲劳寿命。
Concrete-filled steel tube (CFST) is a composite structure Constructed by filling concrete in thin-walled steel tube; the working principle is the confinement effect of the steel tube on the core concrete in trip-direction compression stressed condition, which helps to significantly improve the compressive strength and plastic deformation ability. Due to this reason, concrete-filled steel tube is suitable for structural elements under pressure, such as columns, arch ribs, etc. The development of concrete-filled steel tube arch bridge is rapid due to its high bearing capacity, strong spanning ability and convenient construction. At present, the quantity of the concrete-filled steel tube arch bridge in china is more than200seats, and they has made great economic benefits.
The section patterns of the concrete-filled steel tube arch bridge vary a lot. Most of them are made of directly welding steel tubes. In this way, the fatigue problem of the joints becomes prominent. Therefore, the fatigue life of the joints must be paid attention to. As for the hollow pipe connector, that has had a lot of effective test research in the offshore platform. But researches on the connector of T concrete-filled steel tube are very slim at home and abroad. In view of the facts that concrete-filled steel tube arch bridge belongs to a new structure type, the case of fatigue damage or destruction has not yet turned up. The research on its fatigue theory has just started. Its system of fatigue design has not been built. And there is no special specification. So studying its fatigue property, establishing fatigue analysis method and identifying fatigue design principles seem to be a very urgent work to the bridge engineering.
First, this dissertation introduces the theories which have universal significance in the fatigue problem. Two methodologies of fatigue problem are applied to the steel tube joints:S-N curve method and fracture mechanics method. Hot stress method of S-N curve method is one of the important methods analyzing steel tube welded joint fatigue strength. As to fracture mechanics method, the stress intensity factor K has an important significance. In this work, common joint models of concrete-filled steel tube bridges are built to calculate the value of foreign and minister transversal stress concentration factor which lead to the phase of its transversal distribution. Based on the same joint models, the stress intensity factor K of K concrete-filled steel tube joint can be calculated. After that, the corresponding algorithms are summarized briefly. In the meanwhile, the current situation about concrete-filled steel tube welded joints studying is evaluated. Thus all these works has laid a solid foundation for life prediction studying on concrete-filled steel tube arch bridges.
Hot spot stress is the maximum structure stress mostly located in the weld toe of major and branch pipe. Fatigue cracks are common at position like that. In order to simulate numerically this kind of complex practical problems, the contact of steel tube and concrete in the concrete-filled steel tubes still should be considered when building the analysis model. The contact problem involves the stress concentration, boundary nonlinear and material or geometric nonlinear problems.In the loading process, as the change of time, the mutual position t of contact surface, the size of area and the contact state are changing. All these factors are to be determined in solving process. This makes the contact problem of the contact of steel tube become a kind of highly nonlinear behavior. For this kind of complicated behavior,0.1millimeter's penetration error will lead to divergent computation or error. or error, this dissertation's computations experience shows that when modeling, as well as keep the node in the steel pipe's interior walls and on the concrete surface should be one-to-one correspondence. This can not only shorten the iteration time, but also guarantee the convergence of the results and less the calculation results is error.
In this dissertation, models for K shape joints and three-dimensional joints are established, these models including joints between hollow pipes and joints of hollow pipes to CFST, mechanical characteristics of CFST are simulated in these models. At last, the value of the hot spot stress concentration factor of the type K node in the axial loads, and its distribution of the phase transverse line. Because of the string tube bear the larger axial pressure in concrete-filled steel tube arch bridge, the influences of the string tube axial pressure exerts on the stress concentration factor and distribution of the K shape joints of hollow pipe to CFST are analyzed in this dissertation.
In the process of computing the node stress intensity factor, the dissertation compared the advantages and disadvantages of the displacement extrapolation method, J integral method, the whole domain virtual crack propagation dissertation suitable for steel pipe concrete node, In more detail, the methodology integrated the advantages of the singular and nonsingular unit displacement extrapolation method, adopted the singular unit on the crack tip, encrypted grid around the crack tip, and designed the reasonable transition grid. Wedge singular elements are realized by20node isoperimetric element SOLID95programmed by APDL macros. By suggest the hypothesizes about factors such as:the initial crack position, shape, size, the stress intensity factors of concrete-filled steel tube in different crack size (a/t, a/c) are computed successfully. After that some relevant suggestions can be offered about the crack tip meshing. The crack tip grid is better to be divided into five layers, and the element Angle is22.5°, continue encrypt out the crack tip element, guarantee set up a unit along the crack surface every10°, encrypt appropriately near the crack end, because the slope changes rapidly.
Second, as the traffic infrastructure investment increases steadily, number of bridges damaged shows ascendant trend mainly due to fatigue problems. So it is very necessary to research the fatigue load spectrum of the road bridge. The research results is used in designing and evaluating the highway bridge's fatigue. This will greatly reduce the risk of structural failure, and reduce the loss of public properties and casualties. In this dissertation, principle and design methods of the fatigue load spectrum of road bridge are introduced. Also the fatigue load spectrum of the road bridge and its current research situation at home and abroad are summarized. In the end, based on Yunnan provincial highway traffic survey, the practical fatigue load carrier frequency value spectrum suited for Highway Bridge's fatigue problem is proposed. Drawn up the practical fatigue load spectrum that suited for analyzing the highway bridge's fatigue according to Yunnan provincial highway traffic survey.
At present, many domestic regions in China has set down their local fatigue load spectra. But research on this field in Yunnan province is still in blank. The fatigue load spectrum suited for Yunnan province on the basis of Yunnan provincial highway traffic survey. According to the survey, there are2003variously traffic stations in Yunnan province,2010. Among them, there are16continuous stations installed on the national highway——Keeping counting the traffic volume per hour continuously. These stations are representative and can qualitatively reflect the change rule of traffic volume in Yunnan province. According to the observations and the data in China automobile type manual, divided the vehicle into seven categories——V1～V7, according to statistics. The largest number is small van (VI), accounting for61.22%of the total number of vehicles At the same time. The second is medium-sized truck (V2) and large buses (V4). These two kinds of car are counted for about12%of the total number of vehicles. Besides, a small amount of large truck (V3), jumbo truck (V5), container (V6) and articulated vehicle (V7). As the types of vehicles is numerous, it is quite tedious to be used in fatigue analysis, drawn up the practical fatigue load spectrum using the suitable methods, ultimately practical fatigue load spectrum includes three kinds of model vehicle that can be used in fatigue analysis of the highway bridge's in Yunnan province is concluded.
Finally, further analysis on local hot spot stress of the key fatigue node, the basis of three-dimensional finite element mode of the concrete-filled steel tube arch bridge and its dynamic response exerted by vehicle's fatigue load. In this dissertation, a three dimensional finite element model of three nodes from different parts are constructed. The load and displacement boundary conditions according to the actual working condition of bridge are applied on these models. And the hot spot stresses of the node are analyzed. The fatigue life the joints is the sum of the life of crack's initiation and life of crack propagation. The life of crack's initiation is calculated using hot stress method, and the life of crack propagation is calculated using fracture mechanics method.
钢管混凝土拱桥的截面形式有很多种,其中钢管混凝土桁式拱桥的拱肋是由钢管直接焊接形成,如此一来,其节点的疲劳问题就比较突出,钢管混凝土拱桥中管节点的疲劳寿命就必须引起重视。对于空心管道连接接头,在海洋平台中已进行了大量有效的试验研究,而对于钢管混凝土连接的研究国内外均甚少。鉴于钢管混凝土拱桥属于新桥型,迄今尚无经历过疲劳损伤或破坏的案例,其疲劳理论研究刚刚起步,疲劳设计体系还未建成,目前还没有专门的设计规范。故其疲劳性能的研究、疲劳分析方法的建立,疲劳设计原则的确定,对桥梁工程界是一项十分迫切的工作。
本文首先介绍了疲劳研究中具有普遍意义的知识点,由此引出圆管节点疲劳研究的两种方法：S-N曲线法和断裂力学法。S-N曲线法中的热点应力法是分析钢管焊接节点的疲劳强度的重要方法之一。在断裂力学法中,应力强度因子K具有重要意义,本文通过建立钢管混凝土桥梁的常用节点对其内外相贯线应力集中系数大小及沿相贯线的分布进行计算；对K型钢管混凝土节点应力强度因子K进行计算且对计算方法进行了总结,同时对钢管混凝土焊接节点研究现状进行了评价,从而为本文针对钢管混凝土大桥寿命预测的研究打下了坚实的基础。
热点应力即最大结构应力,多数位于支管与主管的焊缝焊趾处,该位置极易产生疲劳裂纹。模拟这种复杂的实际问题,建立模型时还需考虑钢管混凝土构件中钢管与混凝土的接触,接触问题涉及到应力集中、边界非线性以及材料或几何非线性等问题。在加载过程中,随着时间的变化,接触面的相互位置、区域大小以及接触状态均是变化的,这些都需要在求解过程中确定,这使得钢管与混凝土的接触问题成为一种高度的非线性行为。对于这种复杂的行为,0.1mm的穿透误差都会导致计算不收敛或错误,本文的计算经验表明,建模时注意保持钢管内壁的节点应与混凝土表面的节点一一对应,这样既能缩短迭代时间,又能保证结果的收敛性,以免出现计算结果的错误。
本文建立了K型及三维的空管—空管节点和空管—钢管混凝土节点的三维实体模型,模拟钢管混凝土桥的受力特点,分析K型节点在不同轴向荷载作用下的热点应力集中系数大小及其沿相贯线的分布。由于钢管混凝土拱桥中弦管承受较大的轴向压力,文中还分析了弦管轴压对K型空管—钢管混凝土节点的应力集中系数大小和分布的影响。
在计算节点应力强度因子时,本文比较了位移外推法,J积分法,全域虚拟裂纹扩展法的优缺点,选用了适合钢管混凝土节点的位移外推法,且综合了奇异单元位移外推法和非奇异单元位移外推法的优点,裂纹尖端采用奇异单元,裂纹尖端周围加密了网格,并设计了合理的过渡网格。楔形奇异单元由20节点等参单元SOLID95通过APDL编制宏命令实现。计算就初始裂纹位置、形状、大小提出了假定,实现了不同裂纹尺寸a/t、a/c的钢管混凝土应力强度因子的计算,且对裂纹尖端周围网格划分提出了相关建议,裂纹尖端网格划分方面建议裂纹尖端网格划分为5层,裂纹尖端单元角度为22.5°,需在裂纹尖端单元外继续进行加密,沿表面裂纹方向保证每10°一个单元,在靠近裂纹末端时,由于斜率的变化较快,可在适当加密。
其次,随着交通基础设施的投资不断增加,由疲劳所引起的公路桥梁破坏数量呈上升趋势,进行公路桥梁车辆疲劳荷载谱的研究十分必要。研究成果用于公路桥梁的疲劳设计及疲劳验算,将会大大减少桥梁疲劳破坏的几率,减少国家人民生命财产的损失。本文针对公路桥梁疲劳荷载谱的原理及指定方法进行相关的介绍；总结了国内外公路桥梁疲劳荷载谱及其目前的研究现状；依据云南省内交通情况调查表制定出适合云南省公路桥梁疲劳分析的实用疲劳荷载频值谱。
目前国内许多地区都制定了适合本地区的荷载谱,但云南省的疲劳荷载谱的研究还是一项空白,本文依据参与云南省公路交通情况调查所形成的《云南省公路交通情况调查(2010年分析资料汇编)》,来制定适合云南省的疲劳荷载谱。据资料汇编统计调查2010年云南省共有各类交通量观测站2003个,其中,连续式观测站16个,长年分小时连续不断地对交通量进行统计,16个连续式观测站均设置在国道上,比较有代表性并且能定性地反映云南省交通量变化规律。本文根据观察结果和参考《中国汽车车型手册》中的数据,将公路上的车辆分为7类V1～V7,据统计数量最多为小型客货车(V1),占车辆总数的61.22%；其次为中型货车(V2)和大型客车(V4),两类车均大约占车辆总数的12%,另外还有少量大型货车(V3),特大货车(V5)、集装箱(V6)和拖挂车(V7)。由于车辆种类繁多,直接用于疲劳荷载分析会相当繁琐,利用相关方法进行简化制定实用疲劳荷载谱,最后得出包括3种模型车辆的实用疲劳荷载频值谱,可以用于云南省公路桥梁的疲劳分析和疲劳设计。
最后,在钢管混凝土拱桥三维有限元模型及其在疲劳车辆荷载作用下的动力响应的基础上进一步进行关键疲劳节点的局部热点应力分析。文中选取不同部位的三个节点建立三维有限元模型,施加符合桥梁实际工况的载荷和位移边界条件,对节点进行热点应力分析。利用热点应力法和断裂力学方法分别计算节点的疲劳裂纹形成寿命和裂纹扩展寿命,两者之和即为节点的疲劳寿命。
本文主要工作成果及创新为：
1)结合云南省公路交通情况调查,形成《云南省公路交通情况调查(2010年分析资料汇编)》,以此为依据,首次研制了云南省桥梁的疲劳荷载谱,为云南山区桥梁的建设提供了科学的依据。
2)根据钢管混凝土桁式拱桥的受力特点,通过构建奇异单元和多个不同形状的表面裂纹模型,对钢管混凝土的表面裂纹进行了数值计算,得到以下成果：
A.钢管混凝土节点与空心钢管混凝土节点的应力热点位置有很大区别。
B.主管边界条件和受力情况的不同,对钢管混凝土节点热点应力的位置和分布有很大的影响。
C.揭示了钢管混凝土节点相贯线的应力强度因子变化规律,为将来类似的研究和桥梁的疲劳分析提供了参考。
3)借鉴目前先进的抗疲劳分析理论及思想,分析了钢管混凝土拱桥接头的疲劳性能,提出了钢管混凝土拱桥节点疲劳设计原则和方法。初步建立了钢管混凝土拱桥节点疲劳设计理论体系。
4)利用了S-N曲线和断裂力学结合的方法来分析预测了钢管混凝土节点的疲劳寿命。
Concrete-filled steel tube (CFST) is a composite structure Constructed by filling concrete in thin-walled steel tube; the working principle is the confinement effect of the steel tube on the core concrete in trip-direction compression stressed condition, which helps to significantly improve the compressive strength and plastic deformation ability. Due to this reason, concrete-filled steel tube is suitable for structural elements under pressure, such as columns, arch ribs, etc. The development of concrete-filled steel tube arch bridge is rapid due to its high bearing capacity, strong spanning ability and convenient construction. At present, the quantity of the concrete-filled steel tube arch bridge in china is more than200seats, and they has made great economic benefits.
The section patterns of the concrete-filled steel tube arch bridge vary a lot. Most of them are made of directly welding steel tubes. In this way, the fatigue problem of the joints becomes prominent. Therefore, the fatigue life of the joints must be paid attention to. As for the hollow pipe connector, that has had a lot of effective test research in the offshore platform. But researches on the connector of T concrete-filled steel tube are very slim at home and abroad. In view of the facts that concrete-filled steel tube arch bridge belongs to a new structure type, the case of fatigue damage or destruction has not yet turned up. The research on its fatigue theory has just started. Its system of fatigue design has not been built. And there is no special specification. So studying its fatigue property, establishing fatigue analysis method and identifying fatigue design principles seem to be a very urgent work to the bridge engineering.
First, this dissertation introduces the theories which have universal significance in the fatigue problem. Two methodologies of fatigue problem are applied to the steel tube joints:S-N curve method and fracture mechanics method. Hot stress method of S-N curve method is one of the important methods analyzing steel tube welded joint fatigue strength. As to fracture mechanics method, the stress intensity factor K has an important significance. In this work, common joint models of concrete-filled steel tube bridges are built to calculate the value of foreign and minister transversal stress concentration factor which lead to the phase of its transversal distribution. Based on the same joint models, the stress intensity factor K of K concrete-filled steel tube joint can be calculated. After that, the corresponding algorithms are summarized briefly. In the meanwhile, the current situation about concrete-filled steel tube welded joints studying is evaluated. Thus all these works has laid a solid foundation for life prediction studying on concrete-filled steel tube arch bridges.
Hot spot stress is the maximum structure stress mostly located in the weld toe of major and branch pipe. Fatigue cracks are common at position like that. In order to simulate numerically this kind of complex practical problems, the contact of steel tube and concrete in the concrete-filled steel tubes still should be considered when building the analysis model. The contact problem involves the stress concentration, boundary nonlinear and material or geometric nonlinear problems.In the loading process, as the change of time, the mutual position t of contact surface, the size of area and the contact state are changing. All these factors are to be determined in solving process. This makes the contact problem of the contact of steel tube become a kind of highly nonlinear behavior. For this kind of complicated behavior,0.1millimeter's penetration error will lead to divergent computation or error. or error, this dissertation's computations experience shows that when modeling, as well as keep the node in the steel pipe's interior walls and on the concrete surface should be one-to-one correspondence. This can not only shorten the iteration time, but also guarantee the convergence of the results and less the calculation results is error.
In this dissertation, models for K shape joints and three-dimensional joints are established, these models including joints between hollow pipes and joints of hollow pipes to CFST, mechanical characteristics of CFST are simulated in these models. At last, the value of the hot spot stress concentration factor of the type K node in the axial loads, and its distribution of the phase transverse line. Because of the string tube bear the larger axial pressure in concrete-filled steel tube arch bridge, the influences of the string tube axial pressure exerts on the stress concentration factor and distribution of the K shape joints of hollow pipe to CFST are analyzed in this dissertation.
In the process of computing the node stress intensity factor, the dissertation compared the advantages and disadvantages of the displacement extrapolation method, J integral method, the whole domain virtual crack propagation dissertation suitable for steel pipe concrete node, In more detail, the methodology integrated the advantages of the singular and nonsingular unit displacement extrapolation method, adopted the singular unit on the crack tip, encrypted grid around the crack tip, and designed the reasonable transition grid. Wedge singular elements are realized by20node isoperimetric element SOLID95programmed by APDL macros. By suggest the hypothesizes about factors such as:the initial crack position, shape, size, the stress intensity factors of concrete-filled steel tube in different crack size (a/t, a/c) are computed successfully. After that some relevant suggestions can be offered about the crack tip meshing. The crack tip grid is better to be divided into five layers, and the element Angle is22.5°, continue encrypt out the crack tip element, guarantee set up a unit along the crack surface every10°, encrypt appropriately near the crack end, because the slope changes rapidly.
Second, as the traffic infrastructure investment increases steadily, number of bridges damaged shows ascendant trend mainly due to fatigue problems. So it is very necessary to research the fatigue load spectrum of the road bridge. The research results is used in designing and evaluating the highway bridge's fatigue. This will greatly reduce the risk of structural failure, and reduce the loss of public properties and casualties. In this dissertation, principle and design methods of the fatigue load spectrum of road bridge are introduced. Also the fatigue load spectrum of the road bridge and its current research situation at home and abroad are summarized. In the end, based on Yunnan provincial highway traffic survey, the practical fatigue load carrier frequency value spectrum suited for Highway Bridge's fatigue problem is proposed. Drawn up the practical fatigue load spectrum that suited for analyzing the highway bridge's fatigue according to Yunnan provincial highway traffic survey.
At present, many domestic regions in China has set down their local fatigue load spectra. But research on this field in Yunnan province is still in blank. The fatigue load spectrum suited for Yunnan province on the basis of Yunnan provincial highway traffic survey. According to the survey, there are2003variously traffic stations in Yunnan province,2010. Among them, there are16continuous stations installed on the national highway——Keeping counting the traffic volume per hour continuously. These stations are representative and can qualitatively reflect the change rule of traffic volume in Yunnan province. According to the observations and the data in China automobile type manual, divided the vehicle into seven categories——V1～V7, according to statistics. The largest number is small van (VI), accounting for61.22%of the total number of vehicles At the same time. The second is medium-sized truck (V2) and large buses (V4). These two kinds of car are counted for about12%of the total number of vehicles. Besides, a small amount of large truck (V3), jumbo truck (V5), container (V6) and articulated vehicle (V7). As the types of vehicles is numerous, it is quite tedious to be used in fatigue analysis, drawn up the practical fatigue load spectrum using the suitable methods, ultimately practical fatigue load spectrum includes three kinds of model vehicle that can be used in fatigue analysis of the highway bridge's in Yunnan province is concluded.
Finally, further analysis on local hot spot stress of the key fatigue node, the basis of three-dimensional finite element mode of the concrete-filled steel tube arch bridge and its dynamic response exerted by vehicle's fatigue load. In this dissertation, a three dimensional finite element model of three nodes from different parts are constructed. The load and displacement boundary conditions according to the actual working condition of bridge are applied on these models. And the hot spot stresses of the node are analyzed. The fatigue life the joints is the sum of the life of crack's initiation and life of crack propagation. The life of crack's initiation is calculated using hot stress method, and the life of crack propagation is calculated using fracture mechanics method.
引文
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