冲击荷载下钢管混凝土限高防护架的动力响应
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摘要
通过采用ANSYS/LS-DYNA有限元软件,分析了钢管混凝土铁路桥限高防护架在汽车碰撞作用下的动力响应,比较了钢管防护架与钢管混凝土防护架的不同动力响应.结果表明:限高防护架碰撞面变形比较明显,发生了较大的内凹现象;立柱的变形最小,能够抵抗更大的冲击荷载;因应力失效而最容易破坏的部位是横梁侧一、侧二支撑管节点处;与钢管防护架相比较,钢管混凝土防护架的碰撞力均值更大,碰撞面位移更小,能够更有效地保护铁路桥的安全,从而为钢管混凝土防护架的结构设计和维护提供依据.
We analyze the dynamic response of the railway bridge concrete-filled steel tube height limit protective frame in the crash,and compare different dynamic response of steel tube and concrete-filled steel tube protective frame by using ANSYS/LS-DYNA.The result shows collide surface deformation of the height limit protective frame beam is more obvious,and it undergoes great degree of concave phenomenon;the deformation of column is smallest and it can resist the greater impact load;the most easily damaged parts are tube node locations of side one and side two supporting because of stress failure;compared with steel tube protective frame,the average impact force of concrete-filled steel tube protective frame is bigger,and the displacement of impact surface is smaller,so as to protect the safety of railway bridge more effectively.It provides the reference for structure design and maintenance of railway height limit protective frame.
We analyze the dynamic response of the railway bridge concrete-filled steel tube height limit protective frame in the crash,and compare different dynamic response of steel tube and concrete-filled steel tube protective frame by using ANSYS/LS-DYNA.The result shows collide surface deformation of the height limit protective frame beam is more obvious,and it undergoes great degree of concave phenomenon;the deformation of column is smallest and it can resist the greater impact load;the most easily damaged parts are tube node locations of side one and side two supporting because of stress failure;compared with steel tube protective frame,the average impact force of concrete-filled steel tube protective frame is bigger,and the displacement of impact surface is smaller,so as to protect the safety of railway bridge more effectively.It provides the reference for structure design and maintenance of railway height limit protective frame.
引文
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[8]何涛,杨竞,金鑫.ANSYS10.0/LS-DYNA非线性有限元分析实例指导教程[M].北京:机械工业出版社,2007.
[9]Ricles J M,Peng S W,Lu L W.Seismic behavior ofcomposite concrete filled steel tube column-wide flange beammoment connections[J].Journal of Structural EngineeringASCE,2004,130(2):223-232.
[10]钟善桐.钢管混凝土统一理论——研究与应用[M].北京:清华大学出版社,2006.
[11]Hardika M S,Gardner N J.Behavior of concrete-filledhollow structural section beam columns to seismic shear dis-placements[J].ACI Structural Journal,2004,101(1):39-46.
[2]王蕊,李珠,任够平,等.钢管混凝土梁在侧向冲击荷载作用下动力响应的试验研究和数值模拟[J].土木工程学报,2007,40(10):34-39.
[3]温媛媛,刘亚玲.钢管混凝土构件侧向冲击动力响应的实验研究[J].建筑技术,2009,40(11):1045-1047.
[4]康希良,赵鸿铁,薛建阳,等.钢管混凝土套箍机理及组合弹性模量的理论分析[J].工程力学,2007,24(11):121-125.
[5]黄平明,张征文,刘国林,等.内填式钢管混凝土构件受箍机理分析[J].西安公路交通大学学报,2001,21(4):43-45.
[6]薛量,林忠钦.汽车碰撞数值仿真中的沙漏模态研究[J].机械设计与研究,1999,4:57-59.
[7]王金田,曲淑英,侯兴民,等.铁路桥限高防护架与超高车辆的碰撞分析[J].铁道标准设计,2010(12):36-39.
[8]何涛,杨竞,金鑫.ANSYS10.0/LS-DYNA非线性有限元分析实例指导教程[M].北京:机械工业出版社,2007.
[9]Ricles J M,Peng S W,Lu L W.Seismic behavior ofcomposite concrete filled steel tube column-wide flange beammoment connections[J].Journal of Structural EngineeringASCE,2004,130(2):223-232.
[10]钟善桐.钢管混凝土统一理论——研究与应用[M].北京:清华大学出版社,2006.
[11]Hardika M S,Gardner N J.Behavior of concrete-filledhollow structural section beam columns to seismic shear dis-placements[J].ACI Structural Journal,2004,101(1):39-46.
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