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浙江大学学报(工学版)
浙江大学学报(工学版)  2025, Vol. 59 Issue (12): 2604-2615    DOI: 10.3785/j.issn.1008-973X.2025.12.015
交通工程、土木工程     
中小跨径应急钢混组合梁抗弯及疲劳性能
李立峰1,2(),黄立炜1,苗建宝3,石雄伟3
1. 湖南大学 土木工程学院，湖南 长沙 410082
2. 湖南大学 风工程与桥梁工程重点实验室，湖南 长沙 410082
3. 西安公路研究院，陕西 西安 710054
Flexural and fatigue performance of emergency steel-concrete composite beams with medium and short spans
Lifeng LI1,2(),Liwei HUANG1,Jianbao MIAO3,Xiongwei SHI3
1. School of Civil Engineering, Hunan University, Changsha 410082, China
2. Key Laboratory of Wind Engineering and Bridge Engineering, Hunan University, Changsha 410082, China
3. Xi’an Highway Research Institute, Xi’an 710054, China
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摘要：

极端灾变导致桥梁损坏频繁发生，为了迅速响应桥梁上部结构损坏后的抢修或更换，确保关键交通线路的即时恢复，提出具有模块化加工、制作和安装特点的新型预制钢-混组合梁应急体系结构，即将钢梁、混凝土桥面板分块并各自制作和储存，钢梁之间、钢梁与桥面板之间、桥面板之间均采用高强螺栓后装式剪切连接器进行连接. 为了验证该应急体系的可行性并把握其力学性能，设计并完成了2片1∶2.5缩尺静力模型试验、疲劳模型试验（之后进行静力破坏试验）. 静力破坏试验结果表明：该应急体系极限荷载远大于承载能力要求，结构刚度满足要求，各预制构件的组合作用和协调工作性能较好，高强螺栓连接件能够有效地约束预制构件的分离，并能较好地传递层间剪力，但当荷载超过1.2倍承载能力组合值后，板件间最大滑移量为1.121 mm. 综合目前常用的预制装配式组合梁的抗弯承载力计算公式进行对比分析，发现修正塑性法能够较好地预测其承载能力. 疲劳试验结果表明，在200万次疲劳加载后，高强螺栓预紧力损失6.65%，整体刚度下降13.7%. 以上结果证明该应急钢-混组合梁抢修体系的结构可行性，其性能满足应急抢险要求.
关键词： 应急抢修体系;  预制拼装钢混组合梁;  缩尺试验;  新型结构;  抗弯承载力    
Abstract:

A novel prefabricated steel-concrete composite beam emergency system characterized by modular processing, fabrication, and installation was proposed to address the frequent damage of bridge superstructures under extreme disasters and the urgent need for rapid repair or replacement to ensure immediate restoration of critical transportation lines. The system integrates steel beams and concrete deck slabs prefabricated as separate blocks, connected via high-strength bolted shear connectors post-installed between steel beams, steel-concrete interfaces, and adjacent deck slabs. To validate the feasibility and mechanical performance of this emergency system, two 1:2.5-scaled static model tests and fatigue model tests (followed by static failure tests) were designed and conducted. Static failure tests revealed that the ultimate load of the system significantly exceeded the required bearing capacity, with structural stiffness meeting specifications. Prefabricated components exhibited excellent composite interaction and coordinated performance, where high-strength bolted connectors effectively constrained separation and transferred interlayer shear. However, interfacial slippage increased markedly (with a maximum slippage of 1.121 mm) when loads surpassed 1.2 times the factored bearing capacity. Comparative analysis with existing formulas for flexural capacity of prefabricated composite beams indicated that the modified plastic method provided accurate predictions. Fatigue tests demonstrated a 6.65% loss in bolt preload and a 13.7% reduction in overall stiffness after 2 million loading cycles. These results confirm the structural feasibility and satisfactory performance of the proposed emergency system for rapid bridge rehabilitation.
Key words: emergency repair system    precast assembled steel-concrete composite beam    scaled model test    new structural system    flexural capacity
收稿日期: 2024-11-29 出版日期: 2025-11-25
CLC:  U 443.35  
基金资助: 国家自然科学基金资助项目（52278176）；湖南省交通运输厅科技计划（202310）.
作者简介: 李立峰（1971—），男，教授，博士，从事超高性能混凝土桥梁理论研究. orcid.org/0000-0002-8139-9660. E-mail：lilifeng@hnu.edu.cn
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引用本文:

李立峰,黄立炜,苗建宝,石雄伟. 中小跨径应急钢混组合梁抗弯及疲劳性能[J]. 浙江大学学报(工学版), 2025, 59(12): 2604-2615.

Lifeng LI,Liwei HUANG,Jianbao MIAO,Xiongwei SHI. Flexural and fatigue performance of emergency steel-concrete composite beams with medium and short spans. Journal of ZheJiang University (Engineering Science), 2025, 59(12): 2604-2615.

链接本文:

https://www.zjujournals.com/eng/CN/10.3785/j.issn.1008-973X.2025.12.015    或    https://www.zjujournals.com/eng/CN/Y2025/V59/I12/2604

图 1  30 m跨钢-混应急体系
图 2  试验模型示意图
钢板t1/mmtw/mmt2/mmd/mmts/mmL/mm
A段梁861262063200
B段梁4000
表 1  钢梁构件参数表
工况P/kNσm/MPaσc/MPa
1）注：括号内数据为该组合下实桥对应的应力
频遇组合230117.5（118.5）1）114.0（104.6）
基本组合359181.3（181.3）160.8（158.5）
表 2  荷载工况表
图 3  模型制作与安装
图 4  JL梁加载示意图
图 5  PL梁加载点示意图
图 6  挠度、滑移测点图
截面位置$ {P_{\text{u}}} $/kN$ {P_{\text{h}}} $/kN$ {P_{\text{y}}} $/kN$ {\delta _{\text{y}}} $/mm$ {\delta _{\text{u}}} $/mm$ {P_{\text{u}}}/{P_{\text{h}}} $$ {\delta _{\text{u}}}/{\delta _{\text{y}}} $
1）注：括号内数据为PL梁疲劳试验后，进行全过程静载破坏试验得到的实测数据
跨中截面900.6423.6723.217.4876.482.124.38
连接截面(886.0)1）(404.9)(720.2)19.092.182.124.85
表 3  主要试验结果
图 7  静载试验梁破坏现象
图 8  2根试验梁的荷载-位移曲线
图 9  不同荷载下的竖向挠度曲线
图 10  桥面板荷载滑移曲线
图 11  不同荷载下各桥面板滑移沿梁长方向分布
图 12  钢梁连接处荷载-张开量曲线
图 13  不同荷载下截面应变沿高度分布
图 14  桥面板混凝土纵向应变
图 15  相邻桥面板荷载-张开量曲线
图 16  疲劳作用下刚度变化
图 17  疲劳作用下螺栓预紧力变化
破坏阶段计算$ {F_{\mathrm{e}}} $/kN$ {F_{\mathrm{u}}} $/kN$ {F_{\mathrm{e}}}/{F_{\mathrm{u}}} $
1）注：括号内数据为PL梁疲劳试验后，进行全过程静载破坏试验得到的实测数据
塑性设计公式[12]903.2900.6（886.0）1）1.003（1.019）
修正塑性法[22]870.40.967（0.982）
聂建国部分抗剪[23]871.80.966（0.984）
Johnson插值法[24]848.80.942（0.958）
李龙插值法[25]831.50.923（0.938）
表 4  极限承载力计算结果
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