塔段连接对多塔悬索桥中间钢桥塔极限承载力的影响∗

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塔段连接对多塔悬索桥中间钢桥塔极限承载力的影响∗

更新时间：2025-09-25

- 塔段连接对多塔悬索桥中间钢桥塔极限承载力的影响∗
- Effect of Pylon Segment Connection on Ultimate Capacity of Intermediate Steel Pylon for Multi-span Suspension Bridge
- 防灾减灾工程学报 2020年第2期页码：214-221
- 作者机构：
  
  西南交通大学土木工程学院,四川,成都,610031
- 作者简介：
- 基金信息：
  
  国家自然科学基金项目（51178396/E080505）资助
- DOI：
  中图分类号： U448.25;U445.462
- 纸质出版：2020
- 稿件说明：
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白伦华,张兴标,沈锐利,彭丹.塔段连接对多塔悬索桥中间钢桥塔极限承载力的影响∗[J].防灾减灾工程学报,2020,(2):214-221

BAI Lunhua. Effect of Pylon Segment Connection on Ultimate Capacity of Intermediate Steel Pylon for Multi-span Suspension Bridge[J]. 2020, (2): 214-221.
白伦华,张兴标,沈锐利,彭丹.塔段连接对多塔悬索桥中间钢桥塔极限承载力的影响∗[J].防灾减灾工程学报,2020,(2):214-221 DOI：

BAI Lunhua. Effect of Pylon Segment Connection on Ultimate Capacity of Intermediate Steel Pylon for Multi-span Suspension Bridge[J]. 2020, (2): 214-221. DOI：

摘要

以泰州长江公路大桥为工程背景，通过有限元法研究塔段连接对多塔悬索桥中间钢桥塔极限承载力的影响。考虑中间钢桥塔的几何、材料非线性及塔段连接的接触非线性影响，采用ANSYS建立该桥局部塔段为板壳单元的多尺度有限元模型，计算并对比在两种典型加载方式下该模型与杆系有限元模型的钢桥塔极限承载力结果。研究表明：两种加载方式下，桥塔的破坏模式基本一致，表现为材料不连续的上塔柱节段局部形成塑形铰而使桥塔成为机构；多尺度有限元模型与杆系模型获得的荷载位移曲线基本一致，而多尺度模型的极限承载力稍高，且差异在2%以内，可认为塔段连接不是桥塔结构的薄弱点，其对其极限承载力的影响可以忽略。

Abstract

Taking the Taizhou Yangtze River Highway Bridge as an engineering background

the effect of the pylon segment connection on the ultimate capacity of the intermediate steel pylon for multi-span suspension bridge is studied by the finite element method. Considering the geometrical and material nonlinearity of the middle steel bridge tower and the contact nonlinear influence of the pylon segment connection

a multi-scale finite element model including the local pylon segment modelled by the shell element is established in ANSYS

and the ultimate bearing capacity results of intermediate steel pylon under two typical loading modes are calculated and compared using the presented model and the line element model. Research shows that: the failure modes of the pylon under the two typical loading modes are basically the same. Local plastic hinge forms at discontinuous position of material of upper segment and the tower becomes mechanism; the load-displacement curves caculated by multi-scale and line finite element models are similar. The ultimate bearing capacity by multi-scale model is slightly higher

and the difference is no more than 2%. It can be conclued that the pylon segment connection is not the weak point of the tower structure

and its effect on the ultimate bearing capacity of pylon can be ignored.

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references

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