簡(jiǎn)介：橋梁工程施工方案實(shí)例1、施工方法鉆孔樁采取平地筑島，埋設(shè)護(hù)筒，泥漿護(hù)壁，循環(huán)鉆成孔（沖擊鉆配合），成孔后下鋼筋籠，利用導(dǎo)管灌注水下砼。2、施工工藝詳見鉆孔樁施工工藝框圖。3、施工要點(diǎn)（1）材料要求水泥、細(xì)集料、粗集料、水和附加劑、砼拌和、輸送、養(yǎng)護(hù)符合結(jié)構(gòu)砼工程規(guī)范的規(guī)定。（2）導(dǎo)管灌注水下砼還應(yīng)符合下列要求①水泥標(biāo)號(hào)不低于425，初凝時(shí)間不低于25H。②粗骨料宜選優(yōu)質(zhì)級(jí)配良好的碎石③骨料粒徑不得大于導(dǎo)管1/8和鋼筋最小凈距的1/4，同時(shí)不得大于40MM。④砂子選用級(jí)配良好的中砂。⑤坍落度宜為180220MM。⑥水灰比在0506，水泥用量不少于350KG/M3。⑦鋼筋應(yīng)符合技術(shù)規(guī)范要求。（3）測(cè)量定位首先要平整場(chǎng)地，清除雜物，換除地表層軟土，夯壓密實(shí)。然后采用全站儀，根據(jù)樁位坐標(biāo)放出鉆孔樁的中心位置，并設(shè)立護(hù)樁，對(duì)護(hù)樁采取水泥砂漿加固，設(shè)立明顯標(biāo)志。（4）埋設(shè)鋼護(hù)筒鋼護(hù)筒壁厚≥3MM，高度為3M，在護(hù)筒上、下端和中部的外側(cè)各焊一道加勁助，護(hù)筒內(nèi)徑比樁徑大30CM，護(hù)筒頂設(shè)出漿口，人工挖掘埋設(shè)法設(shè)置鋼護(hù)筒，鋼護(hù)筒的位置準(zhǔn)確，不傾斜。埋設(shè)時(shí)，護(hù)筒中心軸線對(duì)正測(cè)量標(biāo)定的樁中心，偏差不大于50厘米，傾斜度的偏差不大于1。護(hù)筒頂面高出地面05米，護(hù)筒埋深25米，護(hù)筒周圍10M范圍內(nèi)采用粘土回填，夯實(shí)至護(hù)筒底05M以下，在護(hù)筒頂部焊吊耳。鉆進(jìn)過程中經(jīng)常檢查護(hù)筒是否發(fā)生偏移和下沉，并及時(shí)處理。（5）鉆機(jī)就位鉆機(jī)下部鋪墊枕木，鉆錐中心軸線對(duì)正樁位中心，對(duì)操作人員進(jìn)行開鉆前教育。機(jī)械移位由汽車吊配合。（6）泥漿制備拌制泥漿粘土嚴(yán)格選取，控制好含砂率，試驗(yàn)測(cè)試確定泥漿性能，相對(duì)密度106110，失水率1520毫升/30分鐘，泥皮厚度小于3毫米/30MIN。粘度1828S。如不能滿足要求，加膨潤(rùn)土重新試驗(yàn)確定。（7）鉆孔樁的鉆進(jìn)分班連續(xù)作業(yè)，護(hù)筒內(nèi)的泥漿頂面，始終保持高出筒外水位或地下水位1015M以上。施工中經(jīng)常測(cè)定泥漿性能，保證護(hù)壁效果。并做好詳細(xì)的鉆孔記錄，經(jīng)常注意土層的變化，查看地質(zhì)資料。每進(jìn)尺3米測(cè)鉆桿的傾斜度，以便及時(shí)進(jìn)行調(diào)整。鉆孔樁時(shí)3、施工要點(diǎn)承臺(tái)基坑開挖采用挖掘機(jī)配合人工開挖，根據(jù)地下水位情況進(jìn)行基坑排水，檢測(cè)基坑底標(biāo)高，進(jìn)行基底處理，測(cè)量放樣。破樁頭按設(shè)計(jì)圖紙多余的鉆孔樁頭破掉，將鋼筋頭彎成喇叭口，并綁扎好，測(cè)量放樣立系梁模板、綁系梁鋼筋，經(jīng)監(jiān)理工程師檢查后再進(jìn)砼的灌注。立墩柱模板之前應(yīng)用全站儀進(jìn)行精確的定位并彈出十字線，對(duì)系梁的標(biāo)高認(rèn)真的測(cè)量。墩柱的鋼筋綁扎搭接應(yīng)按設(shè)計(jì)要求進(jìn)行，模板和鋼筋籠之間要墊好墊塊，保證鋼筋的保護(hù)層厚度。立模板采用吊車和人力配合將整體鋼模安裝就位，外搭腳手架固定模板和蓋梁模板的支撐，經(jīng)監(jiān)理工程師檢查合格后開始灌注砼至蓋梁頂部。當(dāng)砼強(qiáng)度達(dá)到75拆除底模，砼灌注完后12小時(shí)以內(nèi)及時(shí)進(jìn)行濕潤(rùn)法養(yǎng)護(hù)，養(yǎng)護(hù)時(shí)間不少于7天。（三）空心板梁預(yù)制1、預(yù)制場(chǎng)施工概述預(yù)制場(chǎng)布置4條張拉臺(tái)座，并配備一組40T龍門吊和一組10T龍門吊，進(jìn)行模板的拼裝、砼的澆筑和移梁等工作，并設(shè)相應(yīng)的存梁區(qū)。同時(shí)設(shè)小型預(yù)制構(gòu)件區(qū)預(yù)制涵洞蓋板、涵管及其它小型預(yù)制構(gòu)件。預(yù)制場(chǎng)平面布置詳見預(yù)制場(chǎng)平面布置示意圖。施工前將現(xiàn)場(chǎng)整平夯實(shí)，并澆筑15CM厚C20級(jí)混凝土，以方便地材的運(yùn)輸和儲(chǔ)存。張拉臺(tái)座為槽式臺(tái)座，采用半埋入式?？v梁為C35級(jí)鋼筋砼，縱梁兩端各鑲嵌一塊2CM厚鋼板，防止縱梁端部被破壞；固定橫梁和移動(dòng)橫梁均由工字鋼和加固肋板焊接而成；梁片底模全部采用固定式底模，即在兩縱梁之間用C25砼作為底?；A(chǔ)，兩側(cè)面鑲嵌角鋼，并貼以橡膠條用以止?jié){，砼表面鋪蓋鋼板，用以減小梁底磨擦。與制梁臺(tái)座相對(duì)應(yīng)的位置設(shè)存梁場(chǎng)，存梁場(chǎng)亦需整平夯實(shí)且需排水順暢，根據(jù)梁板長(zhǎng)度和梁板支撐點(diǎn)的位置布設(shè)存梁臺(tái)座，存梁臺(tái)座采用C15砼，斷面為2525CM，且需注意存梁臺(tái)座不得產(chǎn)生不均勻沉降。為滿足本工程砼施工質(zhì)量，本合同段所需砼均由預(yù)制場(chǎng)內(nèi)的砼攪拌站集中供應(yīng)，攪拌站規(guī)模為50M3/H。2、勞動(dòng)力安排預(yù)制施工安排120人負(fù)責(zé)預(yù)制場(chǎng)施工，分成三個(gè)工班。第一工班負(fù)責(zé)鋼筋加工及綁扎；第二工班負(fù)責(zé)模板加工及安裝、第三工班負(fù)責(zé)砼澆注及養(yǎng)生。3、先張法預(yù)應(yīng)力砼空心板梁的預(yù)制先張法預(yù)應(yīng)力砼空心板的外模采用定型鋼模，內(nèi)模用充氣芯模。張拉方法采取一端固定，一端整體張拉的方法，砼由拌和站集中供應(yīng)，插入式振搗器振搗。（1）施工準(zhǔn)備工作平整壓實(shí)場(chǎng)地，修筑張拉臺(tái)座，張拉設(shè)備檢查標(biāo)定，作鋼絞線檢測(cè)，制作鋼模板，定購(gòu)芯模，為監(jiān)理工程師提供實(shí)施性張拉施工方案等。（2）模板的制作、安裝與拆除①模板的制作、安裝與拆除A、梁片外模采用定型組合鋼模，內(nèi)模采用充氣芯模。模板各部位尺寸準(zhǔn)確，表面光滑，無凸凹不平現(xiàn)象。為防止充氣芯模在澆注砼時(shí)整體上浮，采用頂部壓重法予以固定，嚴(yán)格控制芯模及鋼筋骨架的位置，使其偏差符合設(shè)計(jì)要求。鋼筋保護(hù)層采用墊塊來保證。B、模板的安裝與鋼筋的綁扎結(jié)合進(jìn)行，鋼筋骨架在底模上綁扎完畢后，支邊模和端

簡(jiǎn)介：葛洲壩一公司蘇州中環(huán)快速路吳中區(qū)段西線葛洲壩一公司蘇州中環(huán)快速路吳中區(qū)段西線1標(biāo)工程標(biāo)工程GCASZX113009GCASZX1130091目錄1、概述、概述111首件工程施工概況首件工程施工概況112首件工程施工時(shí)間首件工程施工時(shí)間12、樁基首件工程施工過程回顧、樁基首件工程施工過程回顧121首件工程施工準(zhǔn)備情況首件工程施工準(zhǔn)備情況122首件工程現(xiàn)場(chǎng)施工情況首件工程現(xiàn)場(chǎng)施工情況3221路面破除、泥漿池開挖及防護(hù)3222樁位放樣、護(hù)樁設(shè)置、護(hù)筒埋設(shè)3223鉆機(jī)就位4224鉆孔4225檢孔及終孔6226一清6227鋼筋籠加工制作6228鋼筋籠安放7229聲測(cè)管安裝82210導(dǎo)管安放82211二次清孔92212樁基水下混凝土灌注103、首件工程施工總結(jié)及后續(xù)施工控制要點(diǎn)、首件工程施工總結(jié)及后續(xù)施工控制要點(diǎn)1231施工準(zhǔn)備施工準(zhǔn)備1232樁基施工樁基施工13321路面破除、泥漿池、沉淀池開挖及防護(hù)13322樁位放樣、護(hù)樁設(shè)置、護(hù)筒埋設(shè)13323鉆機(jī)就位13324鉆孔14325檢孔及終孔15326一清16327鋼筋籠加工制作16328鋼筋籠安放17329聲測(cè)管安裝173210導(dǎo)管安放173211二次清孔183212樁基水下混凝土灌注184、存在的問題及改進(jìn)措施、存在的問題及改進(jìn)措施1941施工管理施工管理1942質(zhì)量控制質(zhì)量控制1943安全文明施工安全文明施工20葛洲壩一公司蘇州中環(huán)快速路吳中區(qū)段西線葛洲壩一公司蘇州中環(huán)快速路吳中區(qū)段西線1標(biāo)工程標(biāo)工程GCASZX113009GCASZX11300924月1日，樁基人員及設(shè)備進(jìn)場(chǎng)后，立即組織進(jìn)行了儲(chǔ)漿池、臨電及臨水系統(tǒng)、鋼筋加工廠等臨建設(shè)施建設(shè)。4月2日，樁基鋼筋、聲測(cè)管等原材料進(jìn)場(chǎng)，并邀請(qǐng)了試驗(yàn)監(jiān)理工程現(xiàn)場(chǎng)見證進(jìn)行了原材料取樣及送檢，4月4日，材料檢測(cè)報(bào)告合格。4月7日，項(xiàng)目部組織召開了樁基施工技術(shù)交底及安全技術(shù)交底會(huì)。人員設(shè)備進(jìn)場(chǎng)人員設(shè)備進(jìn)場(chǎng)臨建設(shè)施建設(shè)臨建設(shè)施建設(shè)原材料進(jìn)場(chǎng)及取樣原材料進(jìn)場(chǎng)及取樣

簡(jiǎn)介：貴龍經(jīng)濟(jì)帶貴龍大道縱線道路貴龍經(jīng)濟(jì)帶貴龍大道縱線道路Ⅰ標(biāo)段工程Ⅰ標(biāo)段工程（橋梁工程）（橋梁工程）監(jiān)理質(zhì)量評(píng)估報(bào)告報(bào)告編制證書號(hào)00291654審核（總監(jiān)理工程師）證書號(hào)00253700批準(zhǔn)（單位技術(shù)負(fù)責(zé)人）編制單位貴州國(guó)龍項(xiàng)目管理咨詢有限公司日期2013年1月1日主要完成工程量Φ1500人工挖孔灌注樁16根、橋臺(tái)2座、臺(tái)帽2座，預(yù)制預(yù)應(yīng)力箱梁5塊，橋面鋪裝8CMC50混凝土防水層10CM瀝青混凝土。本單位工程于2012年3月至2012年12月完成。三、評(píng)估依據(jù)三、評(píng)估依據(jù)1工程建設(shè)監(jiān)理合同2工程施工合同3工程設(shè)計(jì)施工圖4城市橋梁工程施工與質(zhì)量驗(yàn)收規(guī)范CJJ220085混凝土結(jié)構(gòu)工程施工質(zhì)量驗(yàn)收規(guī)范GB5020420026工程測(cè)量規(guī)范GB5002620077其他國(guó)家及地方現(xiàn)行有關(guān)質(zhì)量驗(yàn)收規(guī)范、標(biāo)準(zhǔn)等法律、法規(guī)、規(guī)定二、監(jiān)理工作情況二、監(jiān)理工作情況1、項(xiàng)目監(jiān)理組根據(jù)監(jiān)理合同的要求及現(xiàn)場(chǎng)工程實(shí)際情況，配備總監(jiān)、總監(jiān)代表、專業(yè)監(jiān)理工程師、監(jiān)理員及安全監(jiān)理員。在現(xiàn)場(chǎng)根據(jù)ISO9002貫標(biāo)要求，建立以總監(jiān)為中心的質(zhì)量保證體系，制定崗位責(zé)任制，使工程受控有序地進(jìn)行。2、根據(jù)強(qiáng)制性條文、設(shè)計(jì)和規(guī)范規(guī)程要求，在整個(gè)施工過程中，監(jiān)理進(jìn)行了全面的現(xiàn)場(chǎng)旁站、巡視和監(jiān)督工作。①監(jiān)理對(duì)施工方的施工組織設(shè)計(jì)進(jìn)行了審查，并提出自己的意見和想法，力爭(zhēng)使施工組織設(shè)計(jì)符合工地實(shí)際情況。同時(shí)，根據(jù)現(xiàn)場(chǎng)情況和施工組織設(shè)計(jì)，編制出相應(yīng)的監(jiān)理細(xì)則。對(duì)施工方上報(bào)的

簡(jiǎn)介：目錄第一章第一章總論111項(xiàng)目概況112可行性研究報(bào)告編制依據(jù)及范圍413編制原則514主要技術(shù)經(jīng)濟(jì)指標(biāo)615研究結(jié)論與建議6第二章第二章項(xiàng)目建設(shè)背景及必要性項(xiàng)目建設(shè)背景及必要性921項(xiàng)目建設(shè)背景922項(xiàng)目建設(shè)必要性11第三章第三章建設(shè)條件、技術(shù)標(biāo)準(zhǔn)與建設(shè)規(guī)模建設(shè)條件、技術(shù)標(biāo)準(zhǔn)與建設(shè)規(guī)模141431建設(shè)條件1432主要建筑材料來源、供應(yīng)情況及施工條件1633技術(shù)標(biāo)準(zhǔn)1834建設(shè)規(guī)模19第四章第四章道路及配套工程道路及配套工程191941設(shè)計(jì)總則1942道路工程2042道路配套排水管道2443照明工程2944電信工程3145管道（線）綜合3146交通設(shè)施3292招標(biāo)范圍5193招標(biāo)組織形式5194招標(biāo)方式5295招標(biāo)情況5296招標(biāo)信息發(fā)布5297評(píng)標(biāo)5398授予承包人施工合同53第十章第十章工程實(shí)施方案工程實(shí)施方案5454101工程實(shí)施條件54102建設(shè)期安排55103工程管理的實(shí)施方案55第十一章第十一章投資估算與資金籌措投資估算與資金籌措5757111投資估算57第十二章第十二章工程效益評(píng)價(jià)工程效益評(píng)價(jià)6262121工程效益62122社會(huì)效益評(píng)價(jià)62第十三章第十三章結(jié)論與建議結(jié)論與建議6464131研究結(jié)論64132建議64

簡(jiǎn)介：CONCRETEBRIDGESCONCRETEISTHEMOSTUSEDCONSTRUCTIONMATERIALFORBRIDGESINTHEUNITEDSTATES,ANDINDEEDINTHEWORLDTHEAPPLICATIONOFPRESTRESSINGTOBRIDGESHASGROWNRAPIDLYANDSTEADILY,BEGINNINGIN1949WITHHIGHSTRENGTHSTEELWIRESINTHEWALNUTLANEBRIDGEINPHILADELPHIA,PENNSYLVANIAACCORDINGTOTHEFEDERALHIGHWAYADMINISTRATION’S1994NATIONALBRIDGEINVENTORYDATA,FROM1950TOTHEEARLY1990S,PRESTRESSEDCONCRETEBRIDGESHAVEGONEFROMBEINGVIRTUALLYNONEXISTENTTOREPRESENTINGOVER50PERCENTOFALLBRIDGESBUILTINTHEUNITEDSTATESPRESTRESSINGHASALSOPLAYEDANIMPORTANTROLEINEXTENDINGTHESPANCAPABILITYOFCONCRETEBRIDGESBYTHELATE1990S,SPLICEDGIRDERSPANSREACHEDARECORD100M330FTCONSTRUCTIONOFSEGMENTALCONCRETEBRIDGESBEGANINTHEUNITEDSTATESIN1974CURRETLY,CLOSETO200SEGMENTALCONCRETEBRIDGESHAVEBEENBUILTORAREUNDERCONSTRUCTION,WITHSPANSUPTO240M800FTLATEINTHE1970S,CABLESTAYEDCONSTRUCTIONRAISEDTHEBARFORCONCRETEBRIDGESBY1982,THESUNSHINESKYWAYBRIDGEINTAMPA,FLORIDA,HADSETANEWRECORDFORCONCRETEBRIDGES,WITHAMAINSPANOF365M1,200FTTHENEXTYEAR,THEDAMESPOINTBRIDGEINJACKSONVILLE,FLORIDA,EXTENDEDTHERECORDTO400M1,300FTHIGHPERFORMANCECONCRETECOMPRESSIVESTRENGTHFORMANYYEARSTHEDESIGNOFPRECASTPRESTRESSEDCONCRETEGIRDERSWASBASEDONCONCRETECOMPRESSIVESTRENGTHSOF34TO41MPA5,000TO6,000PSITHISSTRENGTHLEVELSERVEDTHEINDUSTRYWELLANDPROVIDEDTHEBASISFORESTABLISHINGTHEPRESTRESSEDCONCRETEBRIDGEINDUSTRYINTHEUNITEDSTATESINTHE1990STHEINDUSTRYBEGANTOUTILIZEHIGHERCONCRETECOMPRESSIVESTRENGTHSINDESIGN,ANDATTHESTARTOFTHENEWMILLENNIUMTHEINDUSTRYISPOISEDTOACCEPTTHEUSEOFCONCRETECOMPRESSIVESTRENGTHSUPTO70MPA10,000PSIFORTHEFUTURE,THEINDUSTRYNEEDSTOSEEKWAYSTOEFFECTIVELYUTILIZEEVENHIGHERCONCRETECOMPRESSIVESTRENGTHSTHEREADYMIXEDCONCRETEINDUSTRYHASBEENPRODUCINGCONCRETESWITHCOMPRESSIVESTRENGTHSINEXCESSOF70MPAFOROVER20YEARSSEVERALDEMONSTRATIONPROJECTSHAVEILLUSTRATEDTHATSTRENGTHSABOVE70MPACANBEACHIEVEDFORPRESTRESSEDCONCRETEGIRDERSBARRIERSNEEDTOBEREMOVEDTOALLOWTHEGREATERUSEOFTHESEMATERIALSATTHESAMETIME,OWNERS,DESIGNERS,CONTRACTORS,ANDFABRICATORSNEEDTOBEMORERECEPTIVETOTHEUSEOFHIGHERCOMPRESSIVESTRENGTHCONCRETESDURABILITYHIGHPERFORMANCECONCRETEHPCCANBESPECIFIEDASHIGHCOMPRESSIVESTRENGTHEG,INPRESTRESSEDGIRDERSORASCONVENTIONALCOMPRESSIVESTRENGTHWITHIMPROVEDDURABILITYEG,INCASTINPLACEBRIDGEDECKSANDSUBSTRUCTURESTHEREISANEEDTODEVELOPABETTERUNDERSTANDINGOFALLTHEPARAMETERSTHATAFFECTDURABILITY,SUCHASCAPABILITYONTHEBASISOFTHEFHWASTUDY,PCIDEVELOPEDTHEPCIBULBTEESTANDARD,WHICHWASENDORSEDBYBRIDGEENGINEERSATTHE1987AASHTOANNUALMEETINGSUBSEQUENTLY,THEPCIBULBTEECROSSSECTIONWASADOPTEDINSEVERALSTATESINADDITION,SIMILARCROSSSECTIONSWEREDEVELOPEDANDADOPTEDINFLORIDA,NEBRASKA,ANDTHENEWENGLANDSTATESTHESECROSSSECTIONSAREALSOCOSTEFFECTIVEWITHHIGHSTRENGTHCONCRETESFORSPANLENGTHSUPTOABOUT60M200FTSPLICEDGIRDERSSPLICEDCONCRETEIGIRDERBRIDGESARECOSTEFFECTIVEFORASPANRANGEOF35TO90M120TO300FTOTHERSHAPESBESIDESIGIRDERSINCLUDEU,T,ANDRECTANGULARGIRDERS,ALTHOUGHTHEDOMINANTSHAPEINAPPLICATIONSTODATEHASBEENTHEIGIRDER,PRIMARILYBECAUSEOFITSRELATIVELYLOWCOSTAFEATUREOFSPLICEDBRIDGESISTHEFLEXIBILITYTHEYPROVIDEINSELECTIONOFSPANLENGTH,NUMBERANDLOCATIONSOFPIERS,SEGMENTLENGTHS,ANDSPLICELOCATIONSSPLICEDGIRDERSHAVETHEABILITYTOADAPTTOCURVEDSUPERSTRUCTUREALIGNMENTSBYUTILIZINGSHORTSEGMENTLENGTHSANDACCOMMODATINGTHECHANGEINDIRECTIONINTHECASTINPLACEJOINTSCONTINUITYINSPLICEDGIRDERBRIDGESCANBEACHIEVEDTHROUGHFULLLENGTHPOSTTENSIONING,CONVENTIONALREINFORCEMENTINTHEDECK,HIGHSTRENGTHTHREADEDBARSPLICING,ORPRETENSIONEDSTRANDSPLICING,ALTHOUGHTHEGREATMAJORITYOFAPPLICATIONSUTILIZEFULLLENGTHPOSTTENSIONINGTHEAVAILABILITYOFCONCRETECOMPRESSIVESTRENGTHSHIGHERTHANTHETRADITIONAL34MPA5,000PSISIGNIFICANTLYIMPROVESTHEECONOMYOFSPLICEDGIRDERDESIGNS,INWHICHHIGHFLEXURALANDSHEARSTRESSESARECONCENTRATEDNEARTHEPIERSDEVELOPMENTOFSTANDARDIZEDHAUNCHEDGIRDERPIERSEGMENTSISNEEDEDFOREFFICIENCYINNEGATIVEMOMENTZONESCURRENTLY,THESEGMENTSHAPESVARYFROMAGRADUALLYTHICKENINGBOTTOMFLANGETOACURVEDHAUNCHWITHCONSTANTSIZEDBOTTOMFLANGEANDVARIABLEWEBDEPTHSEGMENTALBRIDGESSEGMENTALCONCRETEBRIDGESHAVEBECOMEANESTABLISHEDTYPEOFCONSTRUCTIONFORHIGHWAYANDTRANSITPROJECTSONCONSTRAINEDSITESTYPICALAPPLICATIONSINCLUDETRANSITSYSTEMSOVEREXISTINGURBANSTREETSANDHIGHWAYS,RECONSTRUCTIONOFEXISTINGINTERCHANGESANDBRIDGESUNDERTRAFFIC,ORPROJECTSTHATCROSSENVIRONMENTALLYSENSITIVESITESINADDITION,SEGMENTALCONSTRUCTIONHASBEENPROVEDTOBEAPPROPRIATEFORLARGESCALE,REPETITIVEBRIDGESSUCHASLONGWATERWAYCROSSINGSORURBANFREEWAYVIADUCTSORWHERETHEAESTHETICSOFTHEPROJECTAREPARTICULARLYIMPORTANTCURRENTDEVELOPMENTSSUGGESTTHATSEGMENTALCONSTRUCTIONWILLBEUSEDONALARGERNUMBEROFPROJECTSINTHEFUTURESTANDARDCROSSSECTIONSHAVEBEENDEVELOPEDTOALLOWFORWIDERAPPLICATIONOFTHISCONSTRUCTIONMETHODTOSMALLERSCALEPROJECTSSURVEYSOFEXISTINGSEGMENTALBRIDGESHAVEDEMONSTRATEDTHEDURABILITYOFTHISSTRUCTURETYPEANDSUGGESTTHATADDITIONALINCREASESINDESIGNLIFEAREPOSSIBLEWITHTHEUSEOFHPCSEGMENTALBRIDGESWITHCONCRETESTRENGTHSOF55MPA8,000PSIORMOREHAVEBEENCONSTRUCTEDOVERTHEPAST5YEARSERECTIONWITHOVERHEADEQUIPMENTHASEXTENDEDAPPLICATIONSTOMORECONGESTEDURBANAREASUSEOFPRESTRESSEDCOMPOSITESTEELANDCONCRETEINBRIDGESREDUCESTHEDEADWEIGHTOFTHESUPERSTRUCTUREANDOFFERSINCREASEDSPANLENGTHSLOADRATINGOFEXISTINGBRIDGES

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簡(jiǎn)介：中文中文4300字出處出處NOURIG,AHMADIZINFLUENCEOFSKEWANGLEONCONTINUOUSCOMPOSITEGIRDERBRIDGEJJOURNALOFBRIDGEENGINEERING,2012,174617623斜交角度對(duì)連續(xù)組合梁橋的影響GHOLAMREZANOURI,PHD1ANDZAHEDAHMADI,MSC2摘要在工程界傾斜橋梁的設(shè)計(jì)變得越來越常見。在本文中傾斜角度對(duì)連續(xù)梁橋的影響采用了有限元法進(jìn)行分析。取七十二種不同矢跨比（N?1，155，182）、不同傾斜角度（060°），不同橫隔梁的兩跨橋梁進(jìn)行分析。所有橋型都受AASHTOHS2044裝載。偏斜橋梁的結(jié)果與參考橋梁以及AASHTO標(biāo)準(zhǔn)規(guī)范和AASHTOLRFD規(guī)范進(jìn)行比較。結(jié)果表明，隨著傾斜角度的增加內(nèi)部和外部的梁支撐時(shí)間迅速下降。當(dāng)傾角小于20°時(shí)支撐時(shí)間下降約10，當(dāng)傾角為45°時(shí)達(dá)到33。剪切力在外部隨傾斜角度的增加而增加，在內(nèi)部梁隨傾斜角度的增加而減少。對(duì)于外梁，當(dāng)傾斜角達(dá)到45°時(shí)剪切力達(dá)到13倍。AASHTO標(biāo)準(zhǔn)規(guī)范在傾斜角為30°時(shí)和N?處高估了20、在傾斜角為45°高估了50。AASHTO標(biāo)準(zhǔn)LRFD規(guī)范高估了縱向彎矩和剪力,在傾斜角為20°時(shí)高估達(dá)到12而在傾斜角為45°高估達(dá)到45。結(jié)果表明，橫隔板垂直于所述橋的縱向桁材對(duì)負(fù)荷分布的是最佳安排。比較所述傾斜甲板與有限元分析的簡(jiǎn)化關(guān)系的結(jié)果表明，該方程的結(jié)果是保守的連續(xù)傾斜的橋梁。值得注意的是，該結(jié)果屬于那些橋與特定的配置，其結(jié)果可能會(huì)改變，如果假定的條件而有所不同，雖然傾向應(yīng)該是相似的。DOI101061/（ASCE）BE194355920000273。?土木工程師2012美國(guó)社會(huì)。CE數(shù)據(jù)庫(kù)主題詞連續(xù)梁橋復(fù)合材料橋，梁橋，斜交橋。關(guān)鍵詞斜角度連續(xù)橋分配系數(shù)復(fù)合材料橋梁。介紹斜橋在發(fā)達(dá)地區(qū)的對(duì)齊問題比經(jīng)濟(jì)問題更加能影響橋梁的設(shè)計(jì)。傾斜的橋梁在多山的地區(qū)也相當(dāng)?shù)钠毡椋匦翁卣骺赡軟Q定了橋梁上部結(jié)構(gòu)不能垂直于橋臺(tái)和橋墩。在非斜橋梁中，負(fù)載路徑是直朝著跨度方向的。在傾斜橋中，不是這種情況。對(duì)于實(shí)心斜橋，負(fù)載往往需要一個(gè)快捷方式到橋的鈍角角。在由縱桁橋面支承，這種情況也會(huì)發(fā)生，盡管它不是較顯著。這種變化在高角度傾斜的橋梁荷載路徑的方向帶來了以下特點(diǎn)在底板有顯著扭矩，縱向的扭矩減少，橫向的扭矩增加，反應(yīng)力和負(fù)彎矩位于鈍角拐角處，小反應(yīng)，增加反作用力在尖角的可能性。斜交橋的這些特點(diǎn)使它們的分析和設(shè)計(jì)比非斜橋梁更加復(fù)雜。在過去，歪斜橋的分析、設(shè)計(jì)和構(gòu)造不管斜交角的大小和直橋相同。許多設(shè)計(jì)因素也以同樣的方式被處理。這方面的一個(gè)例子是，活載荷分布系數(shù)（LLDF），這在設(shè)計(jì)規(guī)范使設(shè)計(jì)簡(jiǎn)單，提供評(píng)估一個(gè)橋的簡(jiǎn)單且快速的方法。該LLDF是參照橋的幾何形狀，部件的相對(duì)剛度和負(fù)荷的性質(zhì)而形成的函數(shù)。AASHTO標(biāo)準(zhǔn)（2003年）的標(biāo)準(zhǔn)規(guī)范只根據(jù)主梁間距為橋梁的主梁提供設(shè)計(jì)參數(shù)。此參數(shù)不考慮傾斜角度和橋梁連續(xù)性的效果。安大略省公路橋梁設(shè)計(jì)規(guī)范（1992OMTC）認(rèn)為橋梁縱向和橫向剛度不應(yīng)該只考慮梁間距。所以，該方法0046立方米。我們用L808毫米的X型中間隔膜與頂部和底部線橫向框。對(duì)于所有的橋梁，為30兆帕的抗壓強(qiáng)度25厘米厚的混凝土橋面板由鋼絲網(wǎng)的400平方毫米/平方米面積用于并在頂部和底部均增強(qiáng)（EBEIDO和肯尼迪1996年A，B）所示。圖。圖1示出的有限元模型（FEM）的橫截面和橫隔板的兩種布置。有限元分析有限元分析許多變型已被用于在文獻(xiàn)中，以制定梁板坯模型。海斯等人。（1986）開發(fā)了使用四邊形殼單元的主梁橋面和空間框架元素的模型。這種類型的模型類似，只是該元件被簡(jiǎn)單地連接在重心與不需要的剛性連桿偏心束模型。一個(gè)真正的偏心束的方法，提出了由IMBSEN和納特（1978）。該模型采用殼單元和梁?jiǎn)卧B接由剛性連接到代表甲板和大梁，分別。BROCKENBROUGH（1986）中使用的詳細(xì)的光束的方法和分割的光束分成三部分。每個(gè)凸緣被建模為一個(gè)梁?jiǎn)卧途W(wǎng)絡(luò)建模為一個(gè)殼單元。通過剛性連接到每個(gè)元件的質(zhì)心節(jié)點(diǎn)連接的板坯利用殼單元。固體甲板的做法，提出了由TARHINI和FREDERICK（1992），誰(shuí)使用的實(shí)體單元的甲板和殼單元的大梁。偏心梁模型被確定為最經(jīng)濟(jì)的模式，同時(shí)還準(zhǔn)確地預(yù)測(cè)梁的行為。我們使用一般的有限元分析程序，SAP2000（CSI2000），對(duì)于三維有限元。采用四節(jié)點(diǎn)三維彈性殼單元具有六個(gè)自由度中的每個(gè)節(jié)點(diǎn)的混凝土板進(jìn)行建模?？v向鋼梁采用兩個(gè)節(jié)點(diǎn)的三維彈性梁?jiǎn)卧哂辛鶄€(gè)自由度中的每個(gè)節(jié)點(diǎn)建模。殼和梁?jiǎn)卧蓜傂赃B接單元連接起來。這些元素被用來通過連接甲板元素與梁?jiǎn)卧蜌卧墓?jié)點(diǎn)上甲板和主梁之間的復(fù)合作用進(jìn)行建模。橫隔板跨框架采用梁?jiǎn)卧M。梁和隔膜元件之間的連接是固定的。簡(jiǎn)單支撐在橋梁的兩端分別用邊界約束在其中平移的位移受到限制，除了在縱向方向上建模，并且沒有旋轉(zhuǎn)約束。結(jié)果表明，簡(jiǎn)支邊界條件可提供更均勻的結(jié)果（EOM和2001年諾瓦克）。此外，中間支撐墩采用邊界約束，所有的平移位移受到限制建模。加載和有限元分析結(jié)果加載和有限元分析結(jié)果標(biāo)準(zhǔn)的卡車HS2044是按照AASHTO標(biāo)準(zhǔn)規(guī)范使用。用于裝載SAP2000（CSI2000）的移動(dòng)負(fù)載試驗(yàn)。為了驗(yàn)證有限元法在?1點(diǎn)55分和30°傾斜角度下N的情況，該模型擴(kuò)展到他的整個(gè)一樣的EBEIDO和肯尼迪（1996年A，B）模型。對(duì)于內(nèi)部梁的彎矩分布因子的比較顯示出小于25％的差異。

簡(jiǎn)介：中文中文5500字出處出處HAMMERVOLDJ,REENAASM,BRATTEB?HENVIRONMENTALLIFECYCLEASSESSMENTOFBRIDGESJJOURNALOFBRIDGEENGINEERING,2013,182153161橋梁環(huán)境生命周期評(píng)估JOHANNEHAMMERVOLD1MARTEREENAAS2ANDHELGEBRATTEB?3摘要本文進(jìn)行了挪威三個(gè)案例橋（LCA）的環(huán)境生命周期評(píng)價(jià)的研究，并加以詳細(xì)比較。涵蓋了橋梁設(shè)計(jì)較廣的規(guī)模，分析處理了鋼箱梁懸索橋，混凝土箱梁橋，和一個(gè)木制拱橋。這項(xiàng)研究提出使用標(biāo)準(zhǔn)化的橋梁分類，分析公路橋梁的第一個(gè)生命周期。生命周期評(píng)價(jià)包括多種污染物，詳細(xì)的生命周期材料和高消耗的能源水平。并與橋梁早期生命周期評(píng)價(jià)一起使用作為基準(zhǔn)，對(duì)橋梁進(jìn)行生命周期評(píng)價(jià)作出常規(guī)性的建議。研究表明，主要承載系統(tǒng)（即，橋梁上部結(jié)構(gòu)）和橋墩需要大量的材料，這些材料是十分重要的并且數(shù)量有限，并且環(huán)境影響大都是由此造成的。施工階段占比較少的影響，使用階段影響更顯著，主要是因?yàn)闉r青要重鋪。建筑設(shè)備和人員使用在生命周期的各個(gè)階段都是次要的，因?yàn)樵诖诉^程中使用的是模板，膠粘劑，爆破和報(bào)廢的焚燒木頭。在這項(xiàng)研究中所作出的最重要的環(huán)境假設(shè)是全球變暖，非生物耗竭和酸雨問題。三種橋的比較結(jié)果表明，混凝土橋的替代性能在環(huán)境總體上最佳，但是當(dāng)它涉及到全球變暖上時(shí)，木橋是比其他兩個(gè)更好。研究結(jié)果支持這一想法，從準(zhǔn)確公正的角度上看，在橋梁設(shè)計(jì)過程的不同階段，它可能是有益于環(huán)境設(shè)計(jì)方案的決定性因素，這一因素正在被橋梁工程界愈加重視。CE數(shù)據(jù)庫(kù)主題詞橋梁；建筑；生命周期；環(huán)境問題；決策關(guān)鍵詞橋梁建設(shè)；橋梁管理；生命周期評(píng)價(jià)；環(huán)境影響；決策支持緒言芬蘭，瑞典和挪威的研究合作的ETSI項(xiàng)目（SALOKANGAS2010），于2006年推出，丹麥也在2009年推出了該項(xiàng)目。該項(xiàng)目旨在優(yōu)化橋周期，包括經(jīng)濟(jì)，環(huán)境和美學(xué)問題，包含橋的整個(gè)生命周期。該挪威集團(tuán)一直致力于環(huán)保問題并制定了橋梁環(huán)境生命周期評(píng)估工具（生命周期評(píng)價(jià)），稱為橋的生命周期評(píng)價(jià)（BRATTEB?等，2009）。這工具可用于詳細(xì)評(píng)價(jià)橋梁的生命周期，揭示了何種材料和零件造成了什么樣的影響和在哪個(gè)生命周期階段彌補(bǔ)這些影響混凝土和鋼筋混凝土之間的差異是微不足道的。貫穿整個(gè)使用期的三種材料的排放量幾乎是相同的，并且在這個(gè)階段的大多數(shù)排放量都涉及到橋梁的重鋪路面?；敉咛睾秃嗟吕锟松?998）提出了兩個(gè)橋梁的備選方案，對(duì)鋼架橋和鋼鋼筋混凝土橋梁進(jìn)行環(huán)境評(píng)估。對(duì)這項(xiàng)研究中三組數(shù)據(jù)的環(huán)境影響進(jìn)行了量化比較，即有毒化學(xué)物質(zhì)排放量，有害廢物的產(chǎn)生值，常規(guī)空氣污染物排放之間的比較。要求混凝土的設(shè)計(jì)使用要有最低的環(huán)境影響（計(jì)算對(duì)鋼架橋的環(huán)境影響中，它只占到1060％）。環(huán)境影響對(duì)整個(gè)橋的使用壽命而言是非常重要的，如二氧化硫，氮氧化物，甲烷和VOC，在給橋涂保護(hù)膜時(shí)的排放量比梁的生產(chǎn)過程中的排放量要更高。在伊藤和北川（2003），修改后的生命周期法早已用于評(píng)估和比較兩種鋼橋梁，包括常規(guī)的梁橋和最小化的梁橋。在維護(hù)階段中比較橋的二氧化碳的排放量和成本，最小化的梁橋能降低二氧化碳排放和總成本。比較可替代的不同橋梁組成構(gòu)件對(duì)KEOLEIAN等地的兩種類型的甲板系統(tǒng)進(jìn)行了比較（2005）一個(gè)鋼筋混凝土橋面方案與一個(gè)傳統(tǒng)的鋼制伸縮器及鋼筋混凝土混合使用方案，即工程水泥基復(fù)合材料（ECCS）的鏈接板設(shè)計(jì)?？諝庵械母鞣N污染物（CO2，CH4，CO，PM10，非甲烷碳?xì)浠衔?，氮氧化物，硫氧化物）和水（生物需氧量，NH3，PO432，油，懸浮物，并溶解物質(zhì)）都被考慮到了。分析表明，在ECC甲板產(chǎn)生的所有污染物顯著降低了對(duì)環(huán)境的影響。本文中斯蒂爾等人（2003）提出了適用于各種橋梁的方法。該文通過訴諸案例研究，提出了一些關(guān)于整個(gè)橋梁的生命周期如何減少對(duì)環(huán)境影響的建議。如何減少材料的使用量是最重要的，但不應(yīng)影響結(jié)構(gòu)的耐久性和使用壽命。鋼筋和混凝土是建設(shè)新橋梁的主要材料。這些材料的制造過程是結(jié)構(gòu)的生命周期中對(duì)環(huán)境影響的最大單一貢獻(xiàn)者。接頭，軸承，及護(hù)欄經(jīng)常由其它材料制作過程中影響相對(duì)而言就少得多，甚至使用期限完了后更換時(shí)也是如此。據(jù)此，鋼或混凝土從環(huán)保的角度來看并不一定更好。良好的保養(yǎng)可以防止變質(zhì)，延長(zhǎng)結(jié)構(gòu)壽命。大多數(shù)情況下，翻新和加強(qiáng)代表著比結(jié)構(gòu)替代更能降低對(duì)環(huán)境的影響。在結(jié)構(gòu)封閉時(shí)，中斷交通代表著比維持交通更高的環(huán)境影響，在某些情況下，甚至比橋的實(shí)際施工過程中產(chǎn)生的影響更高。預(yù)見未來的發(fā)展趨勢(shì)，例如，提高均布載能力或者使用松配合部件需要額外的甲板或橋墩寬度。調(diào)查結(jié)果顯示，雖然相關(guān)的制造和安裝階段影響現(xiàn)予增加，在較長(zhǎng)的運(yùn)行階段對(duì)整個(gè)生命周期的影響減少依然有巨大潛力。但是這必須以超標(biāo)準(zhǔn)來保持平衡。馬?。?004年）關(guān)于混凝土橋梁的環(huán)境問題進(jìn)行了描述，并比較2個(gè)關(guān)于不同橋面（包

簡(jiǎn)介：橋梁工程期刊?ASCE/2009年7月至8月第1頁(yè)中文中文4400字，字，3300單詞，單詞，16萬英文字符萬英文字符出處出處HEXJ,FANLC,ZHUHM,ETAL3DCOORDINATINGRELATIONSBETWEENSTEELCABLESANDCONCRETEOFPRESTRESSEDCONCRETEBEAMBRIDGESJJOURNALOFBRIDGEENGINEERING,2009,144279284鋼索和預(yù)應(yīng)力混凝土梁橋之間的三維關(guān)系協(xié)調(diào)鋼索和預(yù)應(yīng)力混凝土梁橋之間的三維關(guān)系協(xié)調(diào)何君雄1；范立礎(chǔ)2；朱洪明3；葉忠武4摘要摘要鋼索和混凝土之間的相互作用在預(yù)應(yīng)力混凝土橋梁，尤其是在彎預(yù)應(yīng)力混凝土橋梁中是復(fù)雜的。在荷載作用下彎梁橋的最顯著的行為是，在垂直彎曲的同時(shí)，在橫截面發(fā)生扭轉(zhuǎn)，使對(duì)彎梁橋的力學(xué)分析變得復(fù)雜。在索和混凝土（CRSC）協(xié)調(diào)關(guān)系的基礎(chǔ)上，采用桁架結(jié)構(gòu)有限元法來分析彎梁橋的空間作用。通過這種方式，所有的預(yù)應(yīng)力過程的效果就可以正確地進(jìn)行模擬，包括由于混凝土的收縮和徐變引起的預(yù)應(yīng)力損失。此外，分析間隔鋼索束和混凝土的綜合反應(yīng)是很有效的。CRSC方法的有效性和可靠性體現(xiàn)在我們?yōu)樾睆潣蜷_發(fā)的分析系統(tǒng)WXQ20上。DOIDOI101061/ASCE108407022009144279CECE數(shù)據(jù)庫(kù)主題詞數(shù)據(jù)庫(kù)主題詞橋梁；箱形梁；橋梁；混凝土；梁；預(yù)應(yīng)力；結(jié)構(gòu)模型；三維分析。簡(jiǎn)介簡(jiǎn)介隨著橋梁結(jié)構(gòu)技術(shù)和交通技術(shù)的發(fā)展,預(yù)應(yīng)力混凝土橋梁已被泛應(yīng)用，尤其是彎預(yù)應(yīng)力混凝土橋梁該結(jié)構(gòu)有嚴(yán)重彎曲扭耦合，使鋼索和混凝土之間的相互作用機(jī)理變得復(fù)雜。在薄壁箱形截面的應(yīng)用中，還是遇到了各種分析上的困難。許多學(xué)者已經(jīng)取得了很大的成就，比如對(duì)扭轉(zhuǎn)和大曲率薄壁箱形梁意的義深遠(yuǎn)的理論研究（李1987），連續(xù)彎梁橋的剪力滯效應(yīng)（彭，王1998）。為了研究?jī)?nèi)部粘合鋼筋束，未連接鋼筋束和體外預(yù)應(yīng)力混凝土梁橋，一個(gè)鋼筋束在其與周圍混凝土黏合性能的基礎(chǔ)上，可以被用在預(yù)應(yīng)力混凝土結(jié)構(gòu)的有限元分析（KWAKANDKIM2006A,B）。分析高強(qiáng)度預(yù)應(yīng)力混凝土梁的極限荷載時(shí)把非線性材料變形考慮在內(nèi)，為了評(píng)估基于應(yīng)變的兼容性和強(qiáng)制平衡體外預(yù)應(yīng)力梁的抗彎強(qiáng)度，開始研究一種改進(jìn)的粘結(jié)折減系數(shù)（CK2003CKANDKH2006A,B）。橋梁工程期刊?ASCE/2009年7月至8月第3頁(yè)其中H,Z索和結(jié)構(gòu)中心之間的水平距離和垂直距離；NC，F(xiàn)RC,FVC由結(jié)構(gòu)重心的索在切向和徑向，垂直方向產(chǎn)生的力；以及TC,MRC,MVC混凝土重心的鋼索產(chǎn)生的切向徑向和垂直方向的瞬時(shí)力。此外，由于沿光束軸線的索的曲率效應(yīng)，分布式力產(chǎn)生于梁的內(nèi)部，如圖2。根據(jù)微量元素的平衡，采用6平衡微分方程，被稱為弗拉索夫方程，如下所示

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0JOURNALOFBRIDGEENGINEERING?ASCE/JULY/AUGUST2012/617JBRIDGEENG201217617623DOWNLOADEDFROMASCELIBRARYORGBYCHANGSHAUNIVERSITYOFSCIENCEANDTECHNOLOGYON03/13/14COPYRIGHTASCEFORPERSONALUSEONLYALLRIGHTSRESERVEDOFN?155ANDSKEWANGLESOF30°,THEMODELWASEXTENDEDTOBETHESAMEASTHEEBEIDOANDKENNEDY1996A,BMODELCOMPARISONOFTHEMOMENTDISTRIBUTIONFACTORFORTHEINTERIORGIRDERSHOWEDADIFFERENCEOFLESSTHAN25THEFEARESULTSFORTHETWOLANEBRIDGESCONSIDEREDINTERMSOFTHEMAXIMUMLONGITUDINALBENDINGMOMENTANDTHESHEARFORCEINTHEEXTERIORANDINTERIORGIRDERSATTHEPIERSUPPORTAREREPORTEDSUBSEQUENTLYTHEMAXIMUMFEABENDINGMOMENTISPRESENTEDINTHEFORMOFTHERATIOMΑ∕M0,WHEREMΑISTHEMAXIMUMFEAMOMENTINTHEBRIDGEFORAGIVENSKEWANGLEOFΑBETWEEN0AND60°,ANDM0ISTHEFEAMOMENTFORANONSKEWEDBRIDGESKEWANGLEOF0°SIMILARLY,THERATIOVΑ∕V0ISCALCULATEDFORSHEARFORCEMAXIMUMLONGITUDINALBENDINGMOMENTRATIOATPIERSUPPORTTHERATIOOFMΑ∕M0FORTHEMAXIMUMLONGITUDINALMOMENTATINTERIORGIRDERSISSHOWNINFIG2AFOREACHOFTHETHREESPANRATIOS1,155,AND182VERSUSSKEWANGLESITISOBSERVEDTHATTHEMAXIMUMLONGITUDINALMOMENTINTHEINTERIORGIRDERSATTHEPIERSUPPORTDECREASESWITHTHEINCREASEOFSKEWANGLETHISDECREASEISABOUT10WHENSKEWANGLESARELESSTHAN20°WITHANINCREASEINSKEWANGLEUPTO45°,THESUPPORTMOMENTDECREASESABOUT33ASILLUSTRATEDINFIG2B,THEDECREASEOFTHEBENDINGMOMENTFOREXTERIORGIRDERSAPPEARSTOBEINSIGNIFICANTWHENTHESKEWANGLEISLESSTHAN20°HOWEVER,WITHANINCREASEINTHESKEWANGLETO30°THERATIODECREASESTOABOUT086,ANDITFURTHERDECREASESTOABOUT071ASTHESKEWANGLEINCREASESTO45°MAXIMUMSHEARFORCESRATIOATPIERSUPPORTFIG3ADEMONSTRATESTHEEFFECTOFSKEWANGLEONTHESHEARFORCEATTHEPIERSUPPORTFORINTERIORGIRDERSTHESHEARFORCEDECREASEDATTHEPIERSUPPORTININTERIORGIRDERSWITHANINCREASEINTHEANGLEOFSKEWTHISRATIOWASABOUT087FORSKEWANGLESLESSTHAN30°,ANDITDECREASEDTOABOUT078FORBRIDGESWITHSKEWANGLESOF45°THESHEARFORCERATIOVΑ∕V0FOREXTERIORGIRDERSATTHEPIERSUPPORTISSHOWNINFIG3B,INWHICHITCANBEOBSERVEDTHATTHESHEARFORCEATTHEPIERSUPPORTFOREACHOFTHETHREESPANRATIOS1,155,AND182INCREASEDSIGNIFICANTLYWITHANINCREASEINTHESKEWANGLEFIG1CROSSSECTIONOFTHEFINITEELEMENTMODELANDTWOARRANGEMENTSOFTRANSVERSEDIAPHRAGMS060708091110153045MΑ/MOSKEWANGLEDEGREEN1N155N182060708091110153045MΑ/MOSKEWANGLEDEGREEABN1N155N182FIG2FEAMAXIMUMLONGITUDINALBENDINGMOMENTRATIOMΑ∕M0ATTHEPIERSUPPORTOFTWOLANEBRIDGESFORAINTERNALGIRDERSANDBEXTERNALGIRDERSJOURNALOFBRIDGEENGINEERING?ASCE/JULY/AUGUST2012/619JBRIDGEENG201217617623DOWNLOADEDFROMASCELIBRARYORGBYCHANGSHAUNIVERSITYOFSCIENCEANDTECHNOLOGYON03/13/14COPYRIGHTASCEFORPERSONALUSEONLYALLRIGHTSRESERVED

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簡(jiǎn)介：此文檔是畢業(yè)設(shè)計(jì)外文翻譯成品（含英文原文中文翻譯），無需調(diào)整復(fù)雜的格式下載之后直接可用，方便快捷本文價(jià)格不貴,也就幾十塊錢一輩子也就一次的事外文標(biāo)題GEOMETRICDESIGNOFHIGHWAYS外文作者M(jìn)ANOJKJHA文獻(xiàn)出處CIVILENGINEERINGJOURNAL,2018,1242339如覺得年份太老，可改為近2年，畢竟很多畢業(yè)生都這樣做英文2263單詞，13635字符字符就是印刷符，中文3469漢字。（如果字?jǐn)?shù)多了，可自行刪減，大多數(shù)學(xué)校都是要求選取外文的一部分內(nèi)容進(jìn)行翻譯的。）GEOMETRICDESIGNOFHIGHWAYSTHEROADISONEKINDOFLINEARCONSTRUCTIONUSEDFORTRAVELITISMADEOFTHEROADBED,THEROADSURFACE,THEBRIDGE,THECULVERTANDTHETUNNELINADDITION,ITALSOHASTHECROSSINGOFLINES,THEPROTECTIVEPROJECTANDTHETRAFFICENGINEERINGANDTHEROUTEFACILITYTHEROADBEDISTHEBASEOFROADSURFACE,ROADSHOULDER,SIDESLOPE,SIDEDITCHFOUNDATIONSITISSTONEMATERIALSTRUCTURE,WHICHISDESIGNEDACCORDINGTOROUTESPLANEPOSITIONTHEROADBED,ASTHEBASEOFTRAVEL,MUSTGUARANTEETHATITHASTHEENOUGHINTENSITYANDTHESTABILITYTHATCANPREVENTTHEWATERANDOTHERNATURALDISASTERFROMCORRODINGTHEROADSURFACEISTHESURFACEOFROADITISSINGLEORCOMPLEXSTRUCTUREBUILTWITHMIXTURETHEROADSURFACEREQUIREBEINGSMOOTH,HAVINGENOUGHINTENSITY,GOODSTABILITYANDANTISLIPPERYFUNCTIONTHEQUALITYOFROADSURFACEDIRECTLYAFFECTSTHESAFE,COMFORTANDTHETRAFFICHIGHWAYGEOMETRYDESIGNSTOCONSIDERHIGHWAYHORIZONTALALIGNMENT,VERTICALALIGNMENTTWOKINDSOFLINEARANDCROSSSECTIONALCOMPOSITIONOFCOORDINATION,BUTALSOPAYATTENTIONTOTHESMOOTHFLOWOFTHELINEOFSIGHT,ETCDETERMINETHEROADGEOMETRY,CONSIDERTHETOPOGRAPHY,SURFACEFEATURES,RATIONALUSEOFLANDANDENVIRONMENTALPROTECTIONFACTORS,TOMAKEFULLUSEOFTHEHIGHWAYGEOMETRICCOMPONENTSOFREASONABLESIZEANDTHELINEARCOMBINATIONCURVE,SUPERELEVATIONBEGINSANDTHEVEHICLEISTILTEDINWARD,BUTTHEPASSENGERMUSTREMAINVERTICALSINCETHEREISONCENTRIFUGALFORCEREQUIRINGCOMPENSATIONWHENTHEVEHICLEREACHESTHECURVE,FULLCENTRIFUGALFORCEDEVELOPSATONCE,ANDPULLSTHERIDEROUTWARDFROMHISVERTICALPOSITIONTOACHIEVEAPOSITIONOFEQUILIBRIUMHEMUSTFORCEHISBODYFARINWARDASTHEREMAININGSUPERELEVATIONTAKESEFFECT,FURTHERADJUSTMENTINPOSITIONISREQUIREDTHISPROCESSISREPEATEDINREVERSEORDERASTHEVEHICLELEAVESTHECURVEWHENEASEMENTCURVESAREINTRODUCED,THECHANGEINRADIUSFROMINFINITYONTHETANGENTTOTHATOFTHECIRCULARCURVEISEFFECTEDGRADUALLYSOTHATCENTRIFUGALFORCEALSODEVELOPSGRADUALLYBYCAREFULAPPLICATIONOFSUPERELEVATIONALONGTHESPIRAL,ASMOOTHANDGRADUALAPPLICATIONOFCENTRIFUGALFORCECANBEHADANDTHEROUGHNESSAVOIDEDEASEMENTCURVESHAVEBEENUSEDBYTHERAILROADSFORMANYYEARS,BUTTHEIRADOPTIONBYHIGHWAYAGENCIESHASCOMEONLYRECENTLYTHISISUNDERSTANDABLERAILROADTRAINSMUSTFOLLOWTHEPRECISEALIGNMENTOFTHETRACKS,ANDTHEDISCOMFORTDESCRIBEDHERECANBEAVOIDEDONLYBYADOPTINGEASEMENTCURVESONTHEOTHERHAND,THEMOTORVEHICLEOPERATORISFREETOALTERHISLATERALPOSITIONONTHEROADANDCANPROVIDEHISOWNEASEMENTCURVESBYSTEERINGINTOCIRCULARCURVESGRADUALLYHOWEVER,THISWEAVINGWITHINATRAFFICLANEBUTSOMETIMESINTOOTHERLANESISDANGEROUSPROPERLYDESIGNEDEASEMENTCURVESMAKEWEAVINGUNNECESSARYITISLARGELYFORSAFETYREASONS,THEN,THATEASEMENTCURVESHAVEBEENWIDELYADOPTEDBYHIGHWAYAGENCIESFORTHESAMERADIUSCIRCULARCURVE,THEADDITIONOFEASEMENTCURVESATTHEENDSCHANGESTHELOCATIONOFTHECURVEWITHRELATIONTOITSTANGENTSHENCETHEDECISIONREGARDINGTHEIRUSESHOULDBEMADEBEFORETHEFINALLOCATIONSURVEYTHEYPOINTOFBEGINNINGOFANORDINARYCIRCULARCURVEISUSUALLYLABELEDTHEPCPOINTOFCURVEORBCBEGINNINGOFCURVEITSENDISMARKEDTHEPTPOINTOFTANGENTORECENDOFCURVEFORCURVESTHATINCLUDEEASEMENTS,THECOMMONNOTATIONIS,ASSTATIONINGINCREASESTSTANGENTTOSPIRAL,SCSPIRALTOCIRCULARCURVE,CSCIRCULARCURVETOSPIRAL,ANDSTSPIRALGOTANGENT

簡(jiǎn)介：中文中文5300字，字，4000單詞，單詞，22萬英文字符萬英文字符出處出處NGUYENHH,TASSOULASJLDIRECTIONALEFFECTSOFSHEARCOMBINEDWITHCOMPRESSIONONBRIDGEELASTOMERICBEARINGSJJOURNALOFBRIDGEENGINEERING,2010,1517380畢業(yè)設(shè)計(jì)（論文）資料附件畢業(yè)設(shè)計(jì)（論文）資料附件外文文獻(xiàn)原文及譯文學(xué)生姓名學(xué)生姓名學(xué)號(hào)班級(jí)專業(yè)指導(dǎo)教師指導(dǎo)教師內(nèi)克1970，HOLOWNIA1971年）。根特和林德利（1959年）的研究表明了在壓力下橡膠塊的壓縮模量是楊氏模量和形狀因子的函數(shù)，其值為橫截面積與自由力作用區(qū)之比。在推導(dǎo)過程中，橡膠被看作線彈性可壓縮材料，其總位移由兩個(gè)簡(jiǎn)單的變形值疊加橡膠塊的均勻變形和考慮連接條件之后的側(cè)向變形。抵達(dá)根特和邁內(nèi)克（1970年）通過一個(gè)類似的方法，得到了在低等級(jí)壓力下橡膠支座的近似處理方法。這個(gè)辦法在計(jì)算矩形截面和類橢圓截面橡膠支座的剪力和彎矩時(shí)也能使用。此外，在受拉、受壓、受彎的情況下結(jié)合面的剪應(yīng)力也能得出。后來，STANTON和ROEDER1982,1992,ROEDER等人1987,1989,還有ROEDER和STANTON1991分別發(fā)表了結(jié)合分析和實(shí)驗(yàn)的研究結(jié)果，這個(gè)研究結(jié)果導(dǎo)致了設(shè)計(jì)規(guī)范的改進(jìn)。羅德1982，1992年，羅德1987年，1989年，和羅德和斯坦頓19赫爾曼等人（1988）通過一個(gè)均質(zhì)的連續(xù)模型進(jìn)行了橡膠橋梁支座的非線性有限元分析。YEOH等人（2002年）將對(duì)二維橡膠支座性能的調(diào)查研究擴(kuò)展到了三維層次。其研究對(duì)象包括各種形狀的橡膠塊，如長(zhǎng)條狀、圓盤形、方形、和環(huán)狀，那些通常被認(rèn)為不可能的假設(shè)也被更精確的修改為幾乎不可能，從而得到更為精確的結(jié)果。最近，霍頓等（2002年）研究了細(xì)長(zhǎng)的矩形和圓形橫截面的橡膠塊軸心受壓情況。他們采用疊加方式得出了各軸向變形的近似表達(dá)式，以及能夠完全滿足基于經(jīng)典彈性理論方程和條件的應(yīng)力分布的表達(dá)式。但對(duì)于以摩擦摩擦方式連接的橡膠墊的研究很少。可以估計(jì)，當(dāng)橡膠和剛性表面之間發(fā)生滑動(dòng)時(shí)，在摩擦接觸條件下的壓縮模量低于粘結(jié)條件下的壓縮模量。實(shí)際上，壓縮模量與摩擦系數(shù)的大小是有關(guān)的。在此基礎(chǔ)上，1975年DISCENZO使用圓盤支座來研究壓縮模量和應(yīng)力分布，接觸面的相互作用是以庫(kù)侖摩擦力模型來描述的。赤坂等人（1992）之后利用輪胎橡膠得到了在摩擦連接的方式下橡膠支座的性能。2001年KIM和PARK發(fā)表了在平面應(yīng)力下的矩形橡膠塊的壓力分布情況。為了能更真實(shí)的模擬橡膠的非線性彈性和摩擦接觸條件，從而了解橡膠支座的性能，研究使用了有限元方法。HAMZEH等人。（1998年）提出了一種二維非線性P型有限元法來分析橡膠支座。YEOH提出的應(yīng)變能密度函數(shù)能用來模擬橡膠的性能，在他的研究中，鋼是作為一種雙線性彈塑性材料來處理的。他認(rèn)為橡膠支座處于一個(gè)平面應(yīng)變狀態(tài)，并受到壓力和剪力（剪力導(dǎo)致的橫向位移量等于

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