【作者】 陈涛；

【导师】 王建国；

【作者基本信息】 合肥工业大学 ， 工程力学， 2016， 硕士

【摘要】 桥梁船撞安全问题是桥梁安全领域内的重要课题之一。现今越来越多的科研人员采用数值分析方法研究此问题。针对安徽省内某特大跨斜拉桥的安全问题,本文从船撞桥数值模拟、碰撞影响因素、国内外撞击力规范及桥梁防撞设施分析四个角度展开工作。在第一、第二章,简要介绍相关研究背景及数值计算的相关理论。在第三章,建立了整船、整桥和防撞设施的非线性动力学计算模型。在第四章,计算在大桥不设防撞设施时的船桥碰撞过程,并且讨论了部分变量因素对撞击过程的影响。在第五章,计算在大桥设有防撞设施时的船桥碰撞过程,讨论了部分变量因素对撞击过程的影响。在第六章,对本文结论简要总结,提出本文的相关不足以及对进一步工作的展望。本文得到如下结论：在大桥不设防撞设施时,1、桥塔能够充分承受船舶撞击作用,但撞击会造成桥塔表面混凝土受到严重破坏；2、船舶对桥塔正撞击计算中,适宜对桥塔简化为刚体,但此简化并不适宜用于船舶的45°撞击；3、船首形式对撞击过程有较大程度的影响；4、船首壳单元厚度显著影响正撞击的撞击力和撞深,但对45°撞击的影响较小；5、撞击水位的变化可能影响船桥接触形式,从而影响撞击过程;6、船舶对桥塔的撞击力大小与撞击速度成线性关系,撞击过程持续时长受撞击速度影响较小；7、撞击力与船舶吨位近似成开方关系,撞击持续时长随船舶吨位增大而增大；8、随着撞击角度增大,撞击力合力逐渐减小,撞击持续时长增大；9、针对万吨级船舶对文中大桥的碰撞力估算,适宜用AASHTO规范或者欧洲规范-远洋。在大桥设防撞设施时,1、FRP防撞套箱能够在极端船桥碰撞情况中充分吸收船体动能,保护桥塔和撞击船的结构安全,但套箱受到严重损伤；2、在不同速度、不同角度的船桥碰撞中,设置FRP防撞套箱能够使得撞击力峰值降低约二分之一,撞击持续时长增大一倍。更多还原

【Abstract】 Ship-bridge collision safety problem is one of the important topics in bridge safety field. Nowadays, more and more researchers use numerical analysis method to study the problem. The paper mainly discusses the security of a large cable-stayed bridge is located in Anhui Province from four aspects:numerical simulation of ship bridge collision, influencing factors of collision progress, collision force calculation codes at home and abroad, anti-collision facility for bridge.The first and the second chapters includes the background information and numerical calculation theory.the third chapter establishes nonlinear dynamic calculation models of whole ship, whole bridge and anti-collision facility. In the fourth chapter, ship-bridge collisions are calculated when the bridge is not protected by anti-collision facility, some variable factors are discussed. The fifth chapter calculates ship-bridge collision when the bridge is protected by anti-collision facility. The chapter six properly summaries and concludes several related deficiencies and prospects of further work. Here are the conclusions:When the bridge is not protected by anti-collision facility:1. Bridge tower could easily endure the ship’s collision, but the concrete of bridge tower will suffer serious damage.2. It is suitable to simplify the bridge tower as rigid body when head-on collision is calculated, but it’s not suitable for 45° collision.3. The type of collision ship bow affects collision process.4. The thickness of ship bow shell element is remarkable effect on the collision forces and crush depth head-on collision, but little on the 45° collision.5. Different collision water levels may lead to different contacts between ship and bridge tower, thus affect the collision progress.6. Collision force has linear relationship with collision speed, and collision progress duration is less affected by collision speed.7. Collision force has linear relationship with the square root of collision ship tonnage, duration of collision increases as the tonnage increases.8. With the increase of collision angle, collision force decreases and duration of collision increases.9. For ships over 10000 DWT with bridge collision in this paper, the AASHTO code or the European ocean code is recommended to calculate the collision force of ship-bridge collision.When the bridge is protected by anti-collision facility:1. Even though in extreme case, FRP anti-collision pontoon could commendably dissipate the kinetic energy of collision ship, protect the structural safety of bridge tower and collision ship, but the pontoon will suffer serious damage.2. In each ship bridge collision with different collision speeds or different angles, the installation of FRP anti-collision pontoon could reduce half of the corresponding collision force peak value and double the corresponding duration of collision.更多还原