摘要
为改善正交异性钢桥面板疲劳性能,提高钢-混组合桥面板的综合性能,在正交异性钢桥面板上铺设具有绿色低碳优势的碱激发超高性能混凝土(AAUHPC),形成钢-AAUHPC组合桥面板;设计开口T肋和闭口U肋2种加劲肋形式的钢-AAUHPC组合桥面板;利用有限元软件ABAQUS建立2种组合桥面板节段模型,分析组合桥面板疲劳性能;研究不同弹性模量、不同加劲肋形式、不同铺装层厚度、不同钢顶板厚度对五类常见的疲劳构造细节疲劳性能的影响;利用S-N曲线法对组合桥面板进行疲劳性能评估。分析结果表明:两类钢-AAUHPC组合桥面板较正交异性钢桥面板疲劳性能均有较大程度改善,在开口T肋组合桥面板中,疲劳应力降幅最大的是疲劳构造细节①,降幅为75.66%,疲劳应力降幅最小的是疲劳构造细节③,降幅为42.88%;在闭口U肋组合桥面板中,疲劳应力降幅最大的是疲劳构造细节④,降幅为68.49%,疲劳应力降幅最小的是疲劳构造细节⑤,降幅为26.92%;AAUHPC层厚度在30 mm的基础上加厚10 mm后,各疲劳构造细节最不利应力均有降低,且基本呈线性关系递减;当钢顶板厚度从18 mm分别减小到16、14 mm后,2种组合桥面板各疲劳构造细节最不利应力均增大,在闭口U肋组合桥面板中,疲劳构造细节②处应力增幅最大,分别为4.30、9.20 MPa,但在疲劳构造细节③、④、⑤处的最不利应力增幅基本可忽略不计;在开口T肋组合桥面板中,疲劳构造细节①处最不利应力增幅最大,分别为3.13、4.08 MPa;采用热点应力对组合桥面板的疲劳性能进行评估,各疲劳构造细节处的应力幅均小于其对应的疲劳截止限。
To improve the fatigue performance of orthotropic steel bridge decks and enhance the overall performance of steel-concrete composite bridge decks,alkali-activated ultra-high performance concrete(AAUHPC)—a material with green and low-carbon advantages,was applied over an orthotropic steel bridge deck to form a steel-AAUHPC composite bridge deck.Two types of stiffening ribs for the steel-AAUHPC composite bridge deck were designed:open T-ribs and closed U-ribs.Segment models of the two composite bridge decks were established using the finite element software ABAQUS to analyze their fatigue performance.The influence of different elastic moduli,different stiffening rib forms,different paving layer thicknesses,and different steel top plate thicknesses on the fatigue performance of five common types of structural details was studied.The fatigue performance of the composite bridge decks was evaluated using the S-N curve method.Analysis results show that both types of steel-AAUHPC composite bridge decks exhibit significantly improved fatigue performance compared to the conventional orthotropic steel bridge deck.In the deck with open T-ribs,the maximum stress reduction occurs at fatigue structural detail①,with a magnitude of 75.66%,while the minimum reduction occurs at fatigue structural detail③,with a magnitude of 42.88%.In the deck with closed U-ribs,the maximum reduction occurs at fatigue structural detail④,with an amplitude of 68.49%,and the minimum reduction occurs at fatigue structural detail⑤,with an amplitude of 26.92%.Increasing the AAUHPC layer thickness by 10 mm from the base 30 mm reduces the most unfavorable stress at each fatigue structural detail,following an approximately linear trend.When the steel top plate thickness is reduced from 18 to 16 and 14 mm,the most unfavorable stress of each fatigue increases at the structural detail in both types of composite bridge decks.In the closed U-rib composite bridge deck,the stress increase at fatigue structural detail②is the largest,with values of 4.30 MPa and 9.20 MPa,respectively,while increases in the most unfavorable stresses at fatigue structural details③,④,and⑤are negligible.In the open T-rib composite bridge deck,the increase in the most unfavorable stress at fatigue structural detail①is the largest,with values of 3.13 MPa and 4.08 MPa,respectively.Fatigue performance evaluation using the hot spot stress method shows that the stress amplitudes at each fatigue structural detail are below the corresponding fatigue cutoff limits.
作者
刘彬
姜磊
元敏
刘永健
蒲北辰
LIU Bin;JIANG Lei;YUAN Min;LIU Yong-jian;PU Bei-chen(School of Highway,Chang'an University,Xi'an 710064,Shaanxi,China;CSCEC AECOM Consultants Co.,Ltd.,Lanzhou 730030,Gansu,China;School of Civil Engineering,Chongqing University,Chongqing 400045,China)
出处
《交通运输工程学报》
北大核心
2025年第5期263-277,共15页
Journal of Traffic and Transportation Engineering
基金
国家自然科学基金项目(52478125)
中央高校基本科研业务费专项资金项目(300102213207)
甘肃省住房和城乡建设厅建设科技项目(JK2023-39)
中国市政工程西北设计研究院有限公司科技计划(XBSZKY2207)。
