中文摘要：

选择集中荷载与均布荷载作为静荷载,地震作用与行车荷载作为动荷载,建立曲线箱梁三维空间实体有限元模型.通过静力分析和动荷载作用下时程反应分析,研究跨中截面顶板剪力滞系数变化规律.结果表明：在静动两种荷载作用下,剪力滞系数的最大值都出现在顶板与腹板交界处;在两种静荷载的作用下,剪力滞效应仅在顶板与腹板交界处明显,其它区域微弱,并且剪力滞系数不随荷载值的变化而变化;在天津波作用下,顶板各节点剪力滞系数在0.978~1.045之间,剪力滞效应不明显;在EL Centro波作用下,剪力滞效应明显,各节点剪力滞系数在0.065~4.12之间变化;在行车荷载作用下,剪力滞效应比较明显,剪力滞系数在0.42~2.08之间变化,外侧剪力滞系数峰值明显大于内侧,且剪力滞系数随着车速的增加而增加.

英文摘要：

The solid finite element model of the curved box girder was built using concentrated and uniform loadas the static load,and seismic and vehicle load as the dynamic load. The distribution of shear lag coefficients onthe top plate at mid-span was explored by static and dynamic time-history analysis. The analytical results showthat the shear lag coefficients reach their peak values at the junction of the top plate and the web of curved boxgirder under the static and dynamic load. The shear lag effect is strong at the junction of the top plate and theweb under the static load,but it is weak in the rest areas;while,the shear lag coefficients do not change withthe reduction or amplification of the valves of the static load. The shear lag effect is weak with coefficients in0.978-1.045 under the seismic load of the Tianjin wave,but it is strong with coefficients in 0.065-4.12 underthe seismic load of the EL Centre wave. The shear lag effect is strong with coefficients in 0.42-2.08 under thevehicle load,and it is stronger in the areas of exterior web than that in the inner web,moreover,the shear lagcoefficients increase with the increase of the vehicle speed.