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Article(id=1228279667728249799, tenantId=1146029695717560320, journalId=1146123166801305609, issueId=1228279664221815452, articleNumber=null, orderNo=null, doi=10.12404/j.issn.1671-1815.2405869, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=research-article, receivedDate=1722787200000, receivedDateStr=2024-08-05, revisedDate=1745769600000, revisedDateStr=2025-04-28, acceptedDate=null, acceptedDateStr=null, onlineDate=1770774293119, onlineDateStr=2026-02-11, pubDate=1754582400000, pubDateStr=2025-08-08, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1770774293119, onlineIssueDateStr=2026-02-11, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1770774293119, creator=13701087609, updateTime=1770774293119, updator=13701087609, issue=Issue{id=1228279664221815452, tenantId=1146029695717560320, journalId=1146123166801305609, year='2025', volume='25', issue='22', pageStart='9211', pageEnd='9648', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=1, specialIssue=null, createTime=1770774292283, creator=13701087609, updateTime=1770777611996, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1228293588207992892, tenantId=1146029695717560320, journalId=1146123166801305609, issueId=1228279664221815452, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1228293588207992893, tenantId=1146029695717560320, journalId=1146123166801305609, issueId=1228279664221815452, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=9550, endPage=9560, ext={EN=ArticleExt(id=1228279669166896077, articleId=1228279667728249799, tenantId=1146029695717560320, journalId=1146123166801305609, language=EN, title=Analysis on Stability and Influencing Factors of Double-Limb High Pier at the Key Construction Stage in Western Henan Mountain Area, columnId=1228279669053649867, journalTitle=Science Technology and Engineering, columnName=Papers·Traffics and Transportations, runingTitle=null, highlight=null, articleAbstract=

The stability of double-limb high pier cannot be ignored in the process of construction. In order to ensure the safety of construction, finite element models were established for three construction stages: bare high pier, large cantilever, and completed bridge to study the stability of double-limb high pier, based on the Miaoluhe bridge of Zhengzhou-Luoyang Expressway. The buckling modes and stability coefficient of double-limb high pier were obtained, and the nonlinear stability analysis of the most unfavorable construction stage was carried out. Finally, the influencing factors on stability such as the alignment deviation, the hole defects, the pier height and the number of crossbeams were analyzed. The results show that under the three construction stages, the double-limb high pier are longitudinal instability, and the stability coefficient of the most unfavorable conditions are 70.092, 33.513, and 55.034.After considering geometric nonlinearity and geometric and material double nonlinearity, the stability of the large cantilever stage has decreased by 15% and 57%, compared to linear analysis. The alignment deviation and the hole defects occurring in the climbing formwork construction of double-limb high piers have an impact on the stability. Therefore, it is necessary to control alignment deviations and repair holes in time. As the height of the pier increases, stability decreases continuously. When one crossbeam is installed between the two limbs, stability improves by 140%. However, further increasing the number of crossbeams does not significantly improve stability. Therefore setting one crossbeam within the range of 50~70 m pier height is the best.

, correspAuthors=Bin LIANG, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=null, magXml=null, pdfUrl=null, pdf=null, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=null, mapNumber=null, authorCompany=null, fund=null, authors=null, authorsList=Chuan-qi LIU, Wen-jie LI, Hao-long FENG, Bin LIANG), CN=ArticleExt(id=1228279678872514939, articleId=1228279667728249799, tenantId=1146029695717560320, journalId=1146123166801305609, language=CN, title=豫西山区双肢高墩关键施工阶段稳定性及影响因素, columnId=1228279670290969583, journalTitle=科学技术与工程, columnName=论文·交通运输, runingTitle=null, highlight=null, articleAbstract=双肢高墩施工过程中的稳定性问题不容忽视,为保证现场施工安全,以郑洛高速庙路河大桥为工程依托,建立了双肢高墩裸墩、大悬臂和成桥3个施工阶段的有限元模型,研究了双肢高墩稳定性;得到了双肢高墩的屈曲模态和稳定安全系数,并对最不利施工阶段进行非线性稳定性分析;探析了实际施工过程中的高墩线形偏差、墩身孔洞缺陷、桥墩高度和横梁数目等稳定性影响因素。结果表明:3个施工阶段下,双肢高墩均为纵桥向失稳,最不利工况下的稳定安全系数分别为70.092、33.513和55.034。对大悬臂阶段进行几何非线性和双重非线性分析,稳定性分别较线性分析时降低了15%和57%。双肢高墩爬模施工过程中出现的线形偏差和墩身孔洞对稳定性有一定的影响,应对线形偏差值进行监测和控制,并及时修复墩身孔洞。随着桥墩高度的增加稳定性不断降低,双肢之间设置一道横梁时稳定性提高140%,继续增加横梁数目稳定性提高不大,墩高在50~70 m范围内时设置一道横梁效益最优。, correspAuthors=梁斌, authorNote=null, correspAuthorsNote=
* 梁斌(1963—),男,汉族,河南洛阳人,博士,教授,博士研究生导师。研究方向:桥梁与隧道工程。E-mail:。
, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=h0C7IUWClF0sIBrOf6R77g==, magXml=8wK2NEzGzbKPnBZfQAZMOw==, pdfUrl=null, pdf=9u/nNEu+zUSmIcgMhPbY+A==, pdfFileSize=17863080, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=czMkhDNBlG9nWfptk7lyig==, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=TawjXSQC5qnyO71+jGQmwA==, mapNumber=null, authorCompany=null, fund=null, authors=

刘传起(2001—),男,汉族,河南濮阳人,硕士研究生。研究方向:桥梁工程。E-mail:。

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刘传起(2001—),男,汉族,河南濮阳人,硕士研究生。研究方向:桥梁工程。E-mail:。

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刘传起(2001—),男,汉族,河南濮阳人,硕士研究生。研究方向:桥梁工程。E-mail:。

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Beijing: China Communications Press, 2019., articleTitle=null, refAbstract=null), Reference(id=1228369876847362960, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, doi=null, pmid=null, pmcid=null, year=2015, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[19], rfOrder=36, authorNames=中华人民共和国交通运输部, journalName=公路桥梁通用设计规范: JTG D60—2015, refType=null, unstructuredReference=中华人民共和国交通运输部. 公路桥梁通用设计规范: JTG D60—2015[S]. 北京: 人民交通出版社, 2015., articleTitle=null, refAbstract=null), Reference(id=1228369876922860433, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, doi=null, pmid=null, pmcid=null, year=2015, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[19], rfOrder=37, authorNames=Ministry of Transport of the People’s Republic of China, journalName=General Specifications for design of highway bridge and culverts: JTG D60—2015, refType=null, unstructuredReference=Ministry of Transport of the People’s Republic of China. General Specifications for design of highway bridge and culverts: JTG D60—2015[S]. Beijing: China Communications Press, 2015., articleTitle=null, refAbstract=null), Reference(id=1228369876989969299, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, doi=null, pmid=null, pmcid=null, year=2018, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[20], rfOrder=38, authorNames=中华人民共和国交通运输部, journalName=公路钢筋混凝土及预应力混凝土桥涵设计规范: JTG 3362—2018, refType=null, unstructuredReference=中华人民共和国交通运输部. 公路钢筋混凝土及预应力混凝土桥涵设计规范: JTG 3362—2018[S]. 北京: 人民交通出版社, 2018., articleTitle=null, refAbstract=null), Reference(id=1228369877048689557, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, doi=null, pmid=null, pmcid=null, year=2018, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[20], rfOrder=39, authorNames=Ministry of Transport of the People’s Republic of China, journalName=Specifications for design of highway reinforced concrete and prestressed concrete bridges and culverts: JTG 3362—2018, refType=null, unstructuredReference=Ministry of Transport of the People’s Republic of China. Specifications for design of highway reinforced concrete and prestressed concrete bridges and culverts: JTG 3362—2018[S]. Beijing: China Communications Press, 2018., articleTitle=null, refAbstract=null), Reference(id=1228369877111604119, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, doi=null, pmid=null, pmcid=null, year=2020, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[21], rfOrder=40, authorNames=中华人民共和国交通运输部, journalName=公路桥涵施工技术规范: JTG/T 3650—2020, refType=null, unstructuredReference=中华人民共和国交通运输部. 公路桥涵施工技术规范: JTG/T 3650—2020[S]. 北京: 人民交通出版社, 2020., articleTitle=null, refAbstract=null), Reference(id=1228369877174518681, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, doi=null, pmid=null, pmcid=null, year=2020, volume=null, issue=null, pageStart=null, pageEnd=null, url=null, language=null, rfNumber=[21], rfOrder=41, authorNames=Ministry of Transport of the People’s Republic of China, journalName=Technical specifications for construction of highway bridges and culverts: JTG/T 3650—2020, refType=null, unstructuredReference=Ministry of Transport of the People’s Republic of China. Technical specifications for construction of highway bridges and culverts: JTG/T 3650—2020[S]. 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X向为横桥向;Y向为纵桥向;Z向为桥墩竖向

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figureFileBig=AeRxKmFBs+O/+TwOKcAhvQ==, tableContent=null), ArticleFig(id=1228369867699585678, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=CN, label=图5, caption=裸墩施工阶段各工况下5号墩第一阶屈曲模态, figureFileSmall=aL/TlpFsyeP0ekVW49C4jA==, figureFileBig=AeRxKmFBs+O/+TwOKcAhvQ==, tableContent=null), ArticleFig(id=1228369867791860371, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=EN, label=Fig.6, caption=First buckling mode of pier No.5 under different conditions in the large cantilever stage, figureFileSmall=SkI/JVQnXFSFFBC+dCXsXA==, figureFileBig=9KSypCDThPsHHT1kZVwk8A==, tableContent=null), ArticleFig(id=1228369867913495190, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=CN, label=图6, caption=大悬臂施工阶段各工况下5号墩第一阶屈曲模态, figureFileSmall=SkI/JVQnXFSFFBC+dCXsXA==, figureFileBig=9KSypCDThPsHHT1kZVwk8A==, tableContent=null), 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Stability coefficient of pier No.5 under different conditions in the bare high pier stage

, figureFileSmall=null, figureFileBig=null, tableContent=
分析
工况		 荷载组合 稳定安
全系数		 失稳类型
工况1 自重 75.791 桥墩纵桥向失稳
工况2 自重+施工荷载(0号块) 70.093 桥墩纵桥向失稳
工况3 自重+施工荷载(0号块)+
横桥向风荷载		 70.092 桥墩纵桥向失稳
工况4 自重+施工荷载(0号块)+
纵桥向风荷载		 70.144 桥墩纵桥向失稳
), ArticleFig(id=1228369870266499824, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=CN, label=表1, caption=

裸墩施工阶段不同工况下5号墩稳定安全系数

, figureFileSmall=null, figureFileBig=null, tableContent=
分析
工况		 荷载组合 稳定安
全系数		 失稳类型
工况1 自重 75.791 桥墩纵桥向失稳
工况2 自重+施工荷载(0号块) 70.093 桥墩纵桥向失稳
工况3 自重+施工荷载(0号块)+
横桥向风荷载		 70.092 桥墩纵桥向失稳
工况4 自重+施工荷载(0号块)+
纵桥向风荷载		 70.144 桥墩纵桥向失稳
), ArticleFig(id=1228369870379746037, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=EN, label=Table 2, caption=

Stability coefficient of pier No. 5 under different conditions in the large cantilever stage

, figureFileSmall=null, figureFileBig=null, tableContent=
分析
工况		 荷载组合 稳定安
全系数		 失稳类型
工况1 自重+挂篮荷载+堆放荷载 33.527 桥墩纵桥向失稳
工况2 自重+挂篮荷载+堆放荷载+
横桥向风荷载(非对称)		 33.516 桥墩纵桥向失稳
工况3 自重+挂篮荷载+堆放荷载+
横桥向风荷载(对称)		 33.513 桥墩纵桥向失稳
工况4 自重+挂篮荷载+堆放荷载+
纵桥向风荷载		 33.520 桥墩纵桥向失稳
), ArticleFig(id=1228369870505575164, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=CN, label=表2, caption=

大悬臂施工阶段不同工况下5号墩稳定安全系数

, figureFileSmall=null, figureFileBig=null, tableContent=
分析
工况		 荷载组合 稳定安
全系数		 失稳类型
工况1 自重+挂篮荷载+堆放荷载 33.527 桥墩纵桥向失稳
工况2 自重+挂篮荷载+堆放荷载+
横桥向风荷载(非对称)		 33.516 桥墩纵桥向失稳
工况3 自重+挂篮荷载+堆放荷载+
横桥向风荷载(对称)		 33.513 桥墩纵桥向失稳
工况4 自重+挂篮荷载+堆放荷载+
纵桥向风荷载		 33.520 桥墩纵桥向失稳
), ArticleFig(id=1228369870623015681, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=EN, label=Table 3, caption=

Stability coefficient of pier No.5 under different conditions in the completed bridge stage

, figureFileSmall=null, figureFileBig=null, tableContent=
分析
工况		 荷载组合 稳定安
全系数		 失稳类型
工况1 自重+二期恒载 55.534 桥墩纵桥向失稳
工况2 自重+二期恒载+
汽车荷载		 55.036 桥墩纵桥向失稳
工况3 自重+二期恒载+汽车荷载+
横桥向风荷载		 55.034 桥墩纵桥向失稳
工况4 自重+二期恒载+汽车荷载+
纵桥向风荷载		 55.037 桥墩纵桥向失稳
), ArticleFig(id=1228369871994553091, tenantId=1146029695717560320, journalId=1146123166801305609, articleId=1228279667728249799, language=CN, label=表3, caption=

成桥施工阶段不同工况下5号墩稳定安全系数

, figureFileSmall=null, figureFileBig=null, tableContent=
分析
工况		 荷载组合 稳定安
全系数		 失稳类型
工况1 自重+二期恒载 55.534 桥墩纵桥向失稳
工况2 自重+二期恒载+
汽车荷载		 55.036 桥墩纵桥向失稳
工况3 自重+二期恒载+汽车荷载+
横桥向风荷载		 55.034 桥墩纵桥向失稳
工况4 自重+二期恒载+汽车荷载+
纵桥向风荷载		 55.037 桥墩纵桥向失稳
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豫西山区双肢高墩关键施工阶段稳定性及影响因素
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刘传起 1 , 李文杰 1 , 冯皓龙 2 , 梁斌 1, *
科学技术与工程 | 论文·交通运输 2025,25(22): 9550-9560
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科学技术与工程 | 论文·交通运输 2025, 25(22): 9550-9560
豫西山区双肢高墩关键施工阶段稳定性及影响因素
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刘传起1 , 李文杰1, 冯皓龙2, 梁斌1, *
作者信息
  • 1 河南科技大学土木建筑学院, 洛阳 471000
  • 2 中交二公局第四工程有限公司, 洛阳 471013

    • 刘传起(2001—),男,汉族,河南濮阳人,硕士研究生。研究方向:桥梁工程。E-mail:。

通讯作者:

* 梁斌(1963—),男,汉族,河南洛阳人,博士,教授,博士研究生导师。研究方向:桥梁与隧道工程。E-mail:。
Analysis on Stability and Influencing Factors of Double-Limb High Pier at the Key Construction Stage in Western Henan Mountain Area
Chuan-qi LIU1 , Wen-jie LI1, Hao-long FENG2, Bin LIANG1, *
Affiliations
  • 1 School of Civil Engineering and Architecture, Henan University of Science and Technology, Luoyang 471000, China
  • 2 CCCC-SHEC Forth Engineering Co., Ltd., Luoyang 471013, China
出版时间: 2025-08-08 doi: 10.12404/j.issn.1671-1815.2405869
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摘要
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双肢高墩施工过程中的稳定性问题不容忽视,为保证现场施工安全,以郑洛高速庙路河大桥为工程依托,建立了双肢高墩裸墩、大悬臂和成桥3个施工阶段的有限元模型,研究了双肢高墩稳定性;得到了双肢高墩的屈曲模态和稳定安全系数,并对最不利施工阶段进行非线性稳定性分析;探析了实际施工过程中的高墩线形偏差、墩身孔洞缺陷、桥墩高度和横梁数目等稳定性影响因素。结果表明:3个施工阶段下,双肢高墩均为纵桥向失稳,最不利工况下的稳定安全系数分别为70.092、33.513和55.034。对大悬臂阶段进行几何非线性和双重非线性分析,稳定性分别较线性分析时降低了15%和57%。双肢高墩爬模施工过程中出现的线形偏差和墩身孔洞对稳定性有一定的影响,应对线形偏差值进行监测和控制,并及时修复墩身孔洞。随着桥墩高度的增加稳定性不断降低,双肢之间设置一道横梁时稳定性提高140%,继续增加横梁数目稳定性提高不大,墩高在50~70 m范围内时设置一道横梁效益最优。
双肢高墩  /  关键施工阶段  /  稳定性  /  线形偏差  /  墩身孔洞缺陷  /  桥墩高度  /  横梁数目

The stability of double-limb high pier cannot be ignored in the process of construction. In order to ensure the safety of construction, finite element models were established for three construction stages: bare high pier, large cantilever, and completed bridge to study the stability of double-limb high pier, based on the Miaoluhe bridge of Zhengzhou-Luoyang Expressway. The buckling modes and stability coefficient of double-limb high pier were obtained, and the nonlinear stability analysis of the most unfavorable construction stage was carried out. Finally, the influencing factors on stability such as the alignment deviation, the hole defects, the pier height and the number of crossbeams were analyzed. The results show that under the three construction stages, the double-limb high pier are longitudinal instability, and the stability coefficient of the most unfavorable conditions are 70.092, 33.513, and 55.034.After considering geometric nonlinearity and geometric and material double nonlinearity, the stability of the large cantilever stage has decreased by 15% and 57%, compared to linear analysis. The alignment deviation and the hole defects occurring in the climbing formwork construction of double-limb high piers have an impact on the stability. Therefore, it is necessary to control alignment deviations and repair holes in time. As the height of the pier increases, stability decreases continuously. When one crossbeam is installed between the two limbs, stability improves by 140%. However, further increasing the number of crossbeams does not significantly improve stability. Therefore setting one crossbeam within the range of 50~70 m pier height is the best.

double-limb high pier  /  the key construction stage  /  stability  /  alignment deviation  /  hole defects  /  pier height  /  number of crossbeams
刘传起, 李文杰, 冯皓龙, 梁斌. 豫西山区双肢高墩关键施工阶段稳定性及影响因素. 科学技术与工程, 2025 , 25 (22) : 9550 -9560 . DOI: 10.12404/j.issn.1671-1815.2405869
Chuan-qi LIU, Wen-jie LI, Hao-long FENG, Bin LIANG. Analysis on Stability and Influencing Factors of Double-Limb High Pier at the Key Construction Stage in Western Henan Mountain Area[J]. Science Technology and Engineering, 2025 , 25 (22) : 9550 -9560 . DOI: 10.12404/j.issn.1671-1815.2405869
正文
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随着中国交通路网的建设,不可避免地要跨越高山深沟,高墩大跨桥梁被广泛应用到此类工程中。高墩的稳定性直接关系到桥梁结构的安全性,特别是随着桥梁跨度和墩高的增加,稳定性问题更加重要[1]。因此,有必要对各施工阶段下高墩的稳定性进行研究。
工程中常见的高墩主要有单肢高墩和双肢高墩两种[2],其截面类型包括等截面、变截面以及实心截面、空心截面。目前,国内学者对高墩的稳定性问题进行了一些研究。晁铁彦等[3]依托某空心薄壁高墩连续刚构桥,利用有限元方法对刚构桥施工全过程的线性稳定性进行研究,基于最不利施工阶段进行非线性稳定性分析,并分析了高墩稳定性的影响因素,发现考虑非线性时,结构的稳定性有所下降,高墩易在距墩底h/8~h/7处出现小偏压破坏;混凝土强度等级和薄壁墩壁厚对稳定性的影响较小,桥墩高度对结构稳定性影响较大。张大琦等[4]以双幅高墩大跨连续刚构桥为依托,利用有限元软件对空心薄壁高墩连续刚构桥的稳定性进行研究,结果表明在双幅桥施工时,两幅桥梁之间的系梁可以增强桥墩的约束,进而有效提高稳定性,并认为需重点关注双悬臂阶段的稳定性及强度验算。蔡哲罕等[5]以京台高速公路一大桥为依托,分别采用实体单元和梁单元建立钢管混凝土柱-软钢板高墩施工与运营阶段的有限元模型,对组合高墩的稳定性进行了分析,并探讨了不同工况、墩身高度、软钢板厚度、屈服强度等对高墩稳定性的影响,结果表明随着墩身高度增加稳定系数明显下降,破坏模式由弹塑性失稳逐渐变为弹性失稳。唐峰等[6]以山区高墩大跨连续刚构桥为工程案例,对其施工过程中结构的线性和非线性稳定性进行研究,并对混凝土强度、桥墩纵向尺寸、双肢薄壁的间距等因素对稳定性的影响进行了分析,结果表明为得到结构真实的稳定性,有必要进行几何和材料双重非线性分析;桥墩纵向尺寸、双肢薄壁的间距等对稳定性的影响程度均不大,另外在进行分析时可以不考虑基础刚度的影响。张建军等[7]以高墩连续刚构桥为依托,利用有限元软件对3种施工状态下的稳定性进行了分析,结果表明施工过程中的风荷载、温度荷载等对结构的稳定性影响较小;施工时应防止挂篮跌落和避免梁段不均匀加载,以保证施工安全。此外,针对薄壁空心高墩中横隔板的数量设置问题,杨宇聪等[8]和李世亚等[9]分别采用有限元法和缩尺模型试验进行研究,发现横隔板对箱型薄壁空心墩的稳定性影响很小,认为在容许宽厚比的条件下可以不设置横隔板。
综上所述,目前对双肢高墩施工过程中稳定性的研究较少,并且对于高墩施工过程中出现的缺陷对稳定性的影响还有待进一步研究。现依托郑洛高速庙路河大桥,采用有限元软件Midas FEA NX对双肢高墩的稳定性进行研究。为保证施工过程中的安全,分析了裸墩阶段、大悬臂阶段和成桥阶段3个典型的施工阶段下双肢高墩的线性稳定性,确定最不利的施工阶段,并进行几何和材料非线性稳定性分析,最后对施工过程中存在的稳定性影响因素进行研究,分析结果对现场施工提供指导。
1 工程概况
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郑洛高速庙路河大桥位于河南省巩义市新中镇,上跨庙路河及五口路,为主跨100 m的连续刚构桥。上部结构采用(55+100+55) m的预应力混凝土变截面连续箱梁,主墩采用等截面矩形双肢高墩,边墩为空心薄壁高墩和双柱墩,其中,4号主墩高约54 m,5号主墩高约65 m。庙路河大桥四周矮山环绕,地势起伏大,大桥周围环境如图1所示。
庙路河大桥主梁为单箱单室断面,采用C50混凝土,顶板宽16.56 m,底板宽8 m,箱梁支点处梁高6.2 m,跨中及边跨合拢段梁高2.8 m,底板下缘按1.8次抛物线变化。桥墩采用C40混凝土,4号墩、5号墩截面尺寸为8 m×2.5 m,两肢间距为4 m。承台的尺寸为14 m×14 m×3.5 m,采用C35混凝土。桥墩与承台固结,基础为嵌岩桩基础。双肢高墩临近公路,考虑到施工安全问题,有必要对复杂荷载作用下双肢高墩关键施工阶段的稳定性进行分析。另外,双肢高墩采用液压爬模法施工,施工过程中存在线形偏差和墩身对拉杆孔洞等问题,因此,分析这两类施工缺陷对稳定性的影响有重要意义。
2 稳定性分析原理
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2.1 稳定性判定及分析方法
在桥梁工程中,主要考虑两类稳定性问题。第一类稳定性问题为分支点失稳[10],忽略结构缺陷和材料非线性,是杆件理想条件下的线弹性稳定问题,在结构达到临界荷载后,会出现新的平衡状态,这一临界荷载是使结构原有平衡形式保持稳定的最大荷载,也是使结构产生新的平衡形式的最小荷载。第二类稳定性问题为极值点失稳[11],计算时须考虑材料和几何的非线性,即随着荷载的不断增加,结构出现塑性变形,当荷载达到一定的数值后,即使不再增加,结构的变形也迅速增加,造成结构破坏。两类稳定性问题的实质是逐渐增加外荷载时求解结构的屈曲荷载和屈曲模态,并计算稳定安全系数,评判结构的稳定性。稳定安全系数K[12]为
$K=\frac{{P}_{\mathrm{c}\mathrm{r}}}{P}$
式(1)中:K为稳定安全系数;Pcr为结构失稳时的临界载荷,kN;P为结构实际受到的载荷,kN。
对结构稳定性分析常用的方法有欧拉临界荷载法、能量法[13]以及有限元法。欧拉临界荷载法把结构简化成压杆结构,能量法则适用于对单独桥墩的稳定性计算,对于复杂结构,用理论计算的方法难以求解出屈曲荷载,通常采用有限元软件来求解。因此,本文结合实际施工过程,采用有限元法对双肢高墩施工过程中的两类稳定性问题进行研究。
2.2 线性稳定性分析
第一类稳定性问题分析时,混凝土按线弹性材料考虑,且结构满足小变形假设。第一类稳定性的稳定安全系数较第二类稳定性的稳定安全系数高,为后者的上限,且比较容易求解,对稳定性的判定有一定的参考意义。
当结构处于静力平衡状态时,平衡方程为
(K+KG)U=P
式(2)中:K为结构弹性刚度矩阵;KG为结构在外力作用下的几何刚度矩阵;U为结构在外力作用下的位移;P为结构上作用的外荷载。
当外荷载变大λ倍时,结构平衡方程变为
$({\rm K}+\lambda {K}_{\mathrm{G}})U=\lambda P$
当外荷载增加足够大时,结构达到新的平衡状态,此时的平衡方程为
$(K+\lambda {K}_{\mathrm{G}})(U+\mathrm{\Delta }U)=\lambda P$
联立式(3)和式(4)进行求解,即对式(5)进行计算,求得λ的最小值即为结构的稳定安全系数。
$K+\lambda {K}_{\mathrm{G}}=0$
采用有限元法对结构进行稳定性分析即是对上述结构刚度矩阵进行求解。
2.3 非线性稳定性分析
实际工程中的稳定问题是考虑非线性的第二类稳定问题,为了确定结构实际的安全储备和极限承载能力,有必要对结构进行考虑几何非线性和材料非线性的第二类稳定性分析[12]。
结构发生变形后,平衡方程在式(2)的基础上考虑大位移刚度矩阵KL,即
$(K+{K}_{\mathrm{G}}+{K}_{\mathrm{L}})U=P$
非线性方程组的解法[14]有迭代法和直接法。直接法是通过对结构整体刚度进行分解和回代来实现方程组求解,计算较为复杂。因此,通常在有限元软件中采用荷载增量法、位移控制法、弧长法、N-R法等迭代法来求解非线性方程组,得到结构的稳定安全系数。
当考虑几何非线性时,认为结构受到荷载作用时存在大位移效应,同时考虑结构存在初始偏位。当考虑材料非线性时,认为材料的应力-应变曲线不再是正比关系,在结构达到极限状态后,会发生塑性变形。常用的混凝土材料本构模型有:Park模型、过镇海模型、塑性损伤模型等[14-15]。本文混凝土本构关系参考《混凝土结构设计规范》(GB50010—2010)[16],采用Midas FEA NX软件中的混凝土塑性损伤本构模型,进行双肢高墩的非线性稳定性分析。根据规范[16]和文献[17]计算的C40混凝土应力-应变曲线如图2所示。
3 有限元模型
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3.1 模型建立
考虑不同施工阶段对双肢高墩稳定性的影响,选择庙路河大桥左幅5号墩施工过程中的高墩裸墩阶段、大悬臂阶段、成桥阶段3个典型的施工阶段进行分析。利用有限元软件Midas FEA NX建立3个施工阶段的有限元实体模型,模型如图3所示。有限元模型中混凝土采用实体单元。
根据实际施工情况,设置模型的边界条件。其中,高墩裸墩施工阶段,桥墩底部与承台固结,桥墩顶部自由;主梁最大悬臂施工阶段,桥墩底部与承台固结,桥墩顶部与主梁固结,悬臂端自由;成桥施工阶段,桥墩底部与承台固结,桥墩顶部与主梁固结,边跨梁端约束竖向、顺桥向的位移和转动。
3.2 结构荷载计算
进行有限元分析时,根据各施工阶段现场情况,对模型施加的荷载包括自重、二期恒载、施工荷载和风荷载等,各荷载取值如下。
(1)二期恒载:桥面铺装为8 cm水泥混凝土+10 cm沥青混凝土,荷载值取为4.48 kN/m2。
(2)施工荷载:挂篮和吊架重量为1 200 kN,材料堆放荷载取为10 kN/m。
(3)横桥向风荷载[18]:桥墩底部为0.333 kN/m2,桥墩顶部为1.599 kN/m2;主梁根部为2.7 kN/m2,悬臂端为2.2 kN/m2。
(4)纵桥向风荷载[18]:桥墩底部为0.3 kN/m2,桥墩顶部为1.8 kN/m2;主梁为0.6 kN/m2。
(5)车道荷载[19]:按公路一级车道荷载考虑。
5号墩三个施工阶段的荷载布置如图4所示。
4 稳定性分析结果
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4.1 5号墩裸墩施工阶段
庙路河大桥5号墩施工完成后所承受的荷载主要有:自重、墩顶0号块的施工荷载、横桥向风荷载和纵桥向风荷载。对4种荷载进行组合,共设置4种工况,对5号墩裸墩施工阶段进行线性稳定性分析。各工况设置、稳定安全系数和失稳类型如表1所示,由表1可知:各工况下高墩的失稳类型均为纵桥向失稳,各工况下的稳定安全系数均大于4,满足安全要求[20];其中工况3对应的稳定安全系数最低,为最不利工况。各工况下高墩的第一阶屈曲模态和失稳时不同位移区间的占比如图5所示,由图5可知:发生失稳时,桥墩由下至上,位移不断增大,墩顶侧向位移最大;随着桥墩上荷载的增加,高墩失稳时最大位移的占比逐渐减小,高墩更易发生失稳。结合表1和图5,对比工况1和工况2可知:当高墩从裸墩阶段进行到施工刚构桥0号块阶段后,高墩的稳定性下降了7.5%;对比工况2、工况3和工况4可知:3个工况的屈曲模态和稳定安全系数均相近,相较于结构自重等恒载,风荷载对稳定性的影响较小,可忽略。
4.2 大悬臂施工阶段
5号墩最大悬臂施工阶段所承受的荷载主要有:自重、挂篮施工荷载、材料堆放荷载、横桥向风荷载和纵桥向风荷载。对于双悬臂施工的连续刚构桥,主梁横桥向风荷载需考虑对称布置和非对称布置,非对称布置横桥向风荷载时,一侧横桥向风荷载为另一侧的0.5倍[18]。对上述荷载进行组合,共设置4种工况,对5号墩大悬臂施工阶段进行线性稳定性分析。各工况设置、稳定安全系数和失稳类型如表2所示,为便于对比,提取大悬臂阶段各工况下高墩的第一阶屈曲模态,如图6所示。
由表2和图6可知:各工况下桥墩失稳类型均为纵桥向失稳,各工况下高墩的第一阶屈曲模态相似,且各工况的稳定安全系数相差不大,均大于4,满足安全要求[20];各工况中,工况3对应的稳定安全系数最小,为最不利工况;对比4个工况的屈曲模态和稳定安全系数发现风荷载对高墩稳定性的影响较小。
4.3 成桥施工阶段
成桥施工阶段所承受的荷载主要有:自重、二期恒载、汽车荷载、横桥向风荷载和纵桥向风荷载。对上述荷载进行组合,共设置4种工况,对庙路河大桥成桥施工阶段进行线性稳定性分析。各工况设置、稳定安全系数和失稳类型如表3所示,为便于对比,提取各工况下5号墩的第一阶屈曲模态,如图7所示。
由表3和图7可知:各工况下桥墩失稳类型均为纵桥向失稳,稳定安全系数相差不大,均大于4,满足安全要求[20];各工况中,工况3对应的稳定安全系数最小,为最不利工况。
3个施工阶段下各工况安全系数对比如图8所示。由图8可知:3个施工阶段中,裸墩阶段双肢高墩的稳定安全系数最高,成桥阶段次之,大悬臂阶段稳定安全系数最低;大悬臂阶段最不利工况下的稳定安全系数为另两个施工阶段的48%和61%。分析原因为:相比裸墩阶段,大悬臂阶段的高墩上增加了上部结构的自重和材料堆放等荷载,稳定安全系数减小了约52%,高墩的稳定性大幅降低;在连续刚构桥成桥阶段后,悬臂端设置有支座,增大了结构的整体刚度,此阶段下的稳定性比大悬臂阶段有所提高。
4.4 非线性稳定性分析
由上述分析可知在施工过程中,大悬臂施工阶段的稳定安全系数最低,稳定性最差,是最不利施工阶段,选取5号墩最大悬臂施工阶段的工况三进行非线性稳定性分析。对于几何非线性分析,考虑高墩出现大变形,即在第一阶模态的基础上设置1/20墩高的初始缺陷;对于双重非线性分析,混凝土材料按塑性考虑。5号墩最大悬臂施工阶段三种类型的稳定安全系数对比如图9所示。考虑双重非线性时,提取高墩外侧节点的等效应力,绘制高墩应力随桥墩高度变化曲线,如图10所示。
由图9可知:几何非线性的稳定安全系数为28.4,双重非线性的稳定安全系数为14.526,分别较线性分析时的稳定安全系数减小了15%和57%,可见考虑材料非线性的稳定性分析还是有必要的。由图10可知:双肢高墩应力最大值出现在桥墩中下部,可以认为本桥中双肢高墩发生失稳时,破坏截面在距墩底约h/5(h为墩高)处。
5 影响因素分析
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结合实际施工情况,对施工中出现的线形偏差、墩身孔洞等因素对高墩的稳定性影响进行研究。另外,考虑到4号墩和5号墩的高度不同,对桥墩高度和横梁数目对稳定性的影响也进行分析。
5.1 高墩线形偏差
双肢高墩采用液压爬模法分节段浇筑,高墩施工完成后可能存在线形偏差,有必要分析不同偏差值对高墩稳定性的影响。根据前文分析,5号墩的失稳类型均为纵桥向失稳,设置高墩在纵桥向的偏差分别为50、100、150、300、500、800、1 000 mm,分析大悬臂施工阶段的桥墩稳定性。各工况下的稳定安全系数对比如图11所示。
由图11可知:随着高墩线形偏差的增加,稳定安全系数呈抛物线趋势减小,稳定性不断降低,线形偏差对高墩的稳定性存在影响;各工况下稳定安全系数变化趋势相同,随着偏差的数值增大,对稳定性的影响逐渐增大;从整体来看,增加高墩线形偏差使得稳定安全系数在很小的范围内变动,不会对稳定性造成较大的影响。
5.2 墩身孔洞缺陷
爬模结构的支撑牛腿通过螺栓锚固在墩身上,且模板通过对拉杆紧固,在墩身节段施工完成后会存在孔洞,因此有必要通过数值模拟分析墩身上孔洞对高墩稳定性的影响。爬模结构的对拉杆直径为26 mm,锚固螺栓直径为27 mm。为便于分析,在限元模型中,桥墩墩身自底部起,每隔750 mm设置一组直径为27 mm、深度为2 500 mm的圆柱型孔洞,用以模拟对拉杆和螺栓孔洞缺陷,如图12所示。对大悬臂施工阶段进行分析,各工况下有无孔洞缺陷的稳定安全系数对比如图13所示。
由图13可知:当墩身上存在孔洞时,桥墩的稳定安全系数有所减小,说明墩身上的孔洞缺陷对桥墩稳定性有一定的影响;对比无孔洞缺陷时,各工况的稳定安全系数减小了约7%,墩身孔洞缺陷对桥墩稳定性的影响比较小。在桥墩节段施工完成后应及时填补墩身上的施工孔洞缺陷,确保其不对桥墩安全造成影响。
5.3 桥墩高度和横梁数目影响
设置在双肢之间的横梁有助于提高双肢高墩的整体刚度,为研究桥墩高度变化和双肢间横梁数目对高墩稳定性的影响,选择大悬臂施工阶段进行稳定性分析。桥墩高度设置为50、55、60、65、70 m,横梁数目设置为0、1、2、3个,其中横梁数目为1时,横梁设置在二分点处;横梁数目为2时,横梁设置在三分点处;横梁数目为3时,设置在四分点处。工况3下不同桥墩高度和横梁数目时稳定性变化如图14所示。
由图14可知:随着桥墩高度的递增,桥墩稳定安全系数不断减小,稳定性不断降低;当桥墩高度由50 m增至65 m时,每增大5 m,稳定安全系数减小20%左右,当由65 m增至70 m时,稳定安全系数仅减小了5%,在桥墩高度达到65 m以上时,桥墩高度对稳定性的影响逐渐变小;当高墩双肢之间设置1道横梁连接时,桥墩稳定安全系数均提高140%以上,桥墩的稳定性大幅提高;当横梁数目为2道时,桥墩稳定安全系数仅增大15%左右,桥墩稳定安全系数提升幅度不大。因此,随着桥墩高度增加,结构的稳定性不断降低,对于高度更大的桥墩,宜采用有效的方法增大结构刚度以提高稳定性;当双肢之间设置横梁连接时,桥墩稳定性大幅提高,但随着横梁数目的增加,桥墩稳定性提升不明显,且对桥墩的施工效率有一定的影响,在50~70 m范围内的双肢高墩设置多个横梁的效益不大。
6 实施效果
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6.1 高墩施工控制
庙路河大桥4号墩和5号墩采用液压爬模施工法分节段浇筑,不可避免地出现的线形偏差和孔洞缺陷,在施工过程中通过监测高墩每节段的轴线偏差和及时修补墩身孔洞等方法来降低对稳定性的影响。
对于高墩线形,在施工过程中采用三维坐标控制法进行监测。首先,高墩施工前用全站仪进行精确定位,之后在每次混凝土浇筑后和模板爬升前,进行点位复测。高墩截面测点布置如图15所示,一共设置8个控制点位。矩形墩身截面有4条边,每条边上设置2个点,由两点确定一条直线,因此通过设置的8个点确定墩身截面的4条边线,防止墩身发生扭曲。另外,模板每提升一节,便对模板高程和轴线位置检查一次,以控制桥墩的纵横向的偏移和扭转,为防止仪器误差导致墩身偏斜,每施工12 m用全站仪与铅直仪对垂直度进行校核。5号墩施工过程中整体线形偏差在4 mm内,满足规范中对偏差的要求[21],根据上文的分析可知,该线形偏差值对高墩稳定性的影响可以忽略。
当浇筑的墩身节段混凝土达到20 MPa后进行爬模结构的顶升。顶升前,拆除对拉杆、退脱模板,使墩身与模板分离,并填充对拉杆的孔洞。待爬模结构爬升到位后,及时对锚固螺栓孔洞进行修复。在浇筑下一节段混凝土前,对上一节段墩身顶部的光滑表层、松弱层混凝土凿除处理,凿毛的最小深度不小于8 mm,以避免墩身节段之间出现较大的混凝土缺陷。
6.2 双肢高墩施工效果
庙路河大桥4号墩左幅墩高为54.24 m,右幅墩高为53.95 m,5号墩左幅墩高为65.44 m,右幅墩高为65.15 m,均为双肢高墩,为增大高墩的整体刚度,提高稳定性,均在桥墩中点处设置一道横梁,双肢高墩施工如图17所示。
7 结论
收起
依托郑洛高速庙路河大桥,分析了高墩稳定性计算原理,利用Midas FEA NX软件对双肢高墩三个典型施工阶段的稳定性进行研究,并结合现场施工分析了高墩稳定性的影响因素,得到以下结论。
(1)各工况下双肢高墩的失稳类型均为纵桥向失稳。3个施工阶段中,双肢高墩在裸墩阶段的稳定安全系数最高,成桥阶段次之,大悬臂阶段稳定安全系数最低;相比裸墩阶段和成桥阶段,大悬臂阶段的稳定性降低了52%和39%。
(2)对大悬臂阶段进行非线性稳定性分析,仅考虑几何非线性时,稳定安全系数较线性稳定安全系数减小了15%,当考虑几何和材料双重非线性时,稳定安全系数降低了57%。
(3)采用爬模施工法分节段浇筑墩身时会造成墩身线形偏差和墩身孔洞缺陷,随着高墩线形偏差的增大,稳定安全系数不断减小,但对稳定性影响不大;相较于无孔洞缺陷,存在孔洞缺陷时的稳定性降低了7%。随着桥墩高度的递增,桥墩稳定性不断降低;当双肢之间增设一道横梁时,桥墩稳定性提高约140%,继续增加横梁数目对桥墩稳定性提升不明显。
(4)在墩身脱模后和爬模结构顶升后,及时填充墩身孔洞缺陷,保证墩身完整无缺陷。在节段混凝土浇筑前,对模板高程和轴线偏位进行测量,并在混凝土浇筑完成后和爬模前,对截面进行点位监测。5号墩施工过程中高墩线形偏差均在4 mm内,满足要求。
基金
收起
  • 国家自然科学基金(U1604135)
  • 中交二公局集团有限公司科研课题(RP2023023313)
  • 河南省科技厅产学研合作项目(2015HNCXY011)
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2025年第25卷第22期
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doi: 10.12404/j.issn.1671-1815.2405869
  • 接收时间：2024-08-05
  • 首发时间：2026-02-11
  • 出版时间：2025-08-08
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  • 收稿日期：2024-08-05
  • 修回日期：2025-04-28
基金
国家自然科学基金(U1604135)
中交二公局集团有限公司科研课题(RP2023023313)
河南省科技厅产学研合作项目(2015HNCXY011)
作者信息
    1 河南科技大学土木建筑学院, 洛阳 471000
    2 中交二公局第四工程有限公司, 洛阳 471013

通讯作者:

* 梁斌(1963—),男,汉族,河南洛阳人,博士,教授,博士研究生导师。研究方向:桥梁与隧道工程。E-mail:。
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2种不同金属材料的力学参数
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species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
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鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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