Fabricated design method for bridge reinforcing steel bar component

Abstract

The invention provides a bridge reinforcing steel bar component assembly design method, which comprises the following steps of: firstly, disassembling a whole reinforcing steel bar component into reinforcing steel bar blocks and reinforcing steel bar meshes according to a construction condition, and determining size parameters in a manner of unfolding a three-dimensional model into a two-dimensional plane graph; secondly, aiming at an end anchoring tooth block reinforcing steel bar component, two structures of an end anchoring tooth block and an anchor plate type tooth block are designed, and the problem that reinforcing steel bars of a traditional tooth block are complex is solved. And finally, according to the welding structure of the steel bar component, a welding spot rotational rigidity mechanical solution model and a bending moment-corner constitutive model are established and used for calculating deformation of the welded steel bar component, a systematic method is provided for design and construction of the bridge steel bar component, the construction efficiency and quality of bridge steel bars are improved, and the industrialization process of bridge construction is promoted.

Description

Technical Field

[0001] The present invention relates to the field of steel bar component design, and particularly to an assembly design method for bridge steel bar components. Background Art

[0002] Concrete structures are widely used in the field of bridges, and on-site binding technology is mostly adopted for steel bar construction. This traditional technology has many drawbacks. For example, it takes a long time to occupy the formwork, resulting in an extended construction period; the accuracy is low, making it difficult to meet the requirements of modern bridge construction for structural accuracy. These problems have become important factors restricting the high-quality and efficient construction of concrete structures.

[0003] Under the current social development background, the labor cost is constantly rising, and skilled technical workers are becoming increasingly scarce. However, the demand for bridge construction in high-quality development is becoming more and more intense. In such a situation, the steel bar construction urgently needs to be upgraded. Introducing the concepts of industrial manufacturing and digital design has become an inevitable trend. Transferring the steel bar binding work originally carried out at the construction site to a professional steel bar factory, quickly assembling the semi-finished steel bars into components in the factory and then transporting them to the site for rapid installation can effectively solve the problems of the traditional technology.

[0004] However, the traditional bridge steel bar design does not consider the needs of industrial production, and its design method cannot meet the requirements of the industrial upgrading of steel bars. There are deficiencies in aspects such as the disassembly, connection, and overall standardized design of steel bar components, which greatly restricts the industrial upgrading of steel bars. Therefore, to promote the high-quality development of bridge construction and meet the needs of industrialized construction, it is urgent to carry out the design of concrete structure steel bar components suitable for industrialized construction. Summary of the Invention

[0005] The main purpose of the present invention is to provide an assembly design method for bridge steel bar components, so as to solve the problems that the traditional bridge steel bar design does not consider the needs of industrial production, its design method cannot meet the requirements of the industrial upgrading of steel bars, and there are deficiencies in aspects such as the disassembly, connection, and overall standardized design of steel bar components.

[0006] To solve the above technical problems, the technical solution adopted by the present invention is: an assembly design method for bridge steel bar components, the method comprising: S1. Disassemble the overall steel bar components according to the construction conditions into steel bar blocks and steel bar meshes, and determine the dimensional parameters by expanding the three-dimensional model into a two-dimensional plan view; S2. Design two types of tooth block steel bar component structures, namely end-anchored tooth blocks and anchor plate tooth blocks, for the end anchorage tooth block steel bar components; S3. Establish a mechanical solution model for the rotational stiffness of welding points and a moment-rotation constitutive model according to the welding structure of the steel bar components, and calculate the deformation of the welded steel bar components.

[0007] In the preferred solution, the structure of the end-anchored tooth block is an anchor plate; the structure of the anchor-plate tooth block is an annular anchor plate, and the annular anchor plate and the U-shaped bolts connect the steel bars in the anchor-plate tooth block to the steel bars in the box girder bottom plate; Use ABAQUS to establish a finite element model of the prestressed tooth block, and simulate and analyze the failure modes and the stress and strain conditions of the steel bars of different tooth blocks; calculate the design parameters of the end-anchored tooth block and the anchor-plate tooth block in the end-anchored tooth block steel bar component.

[0008] In the preferred solution, the design parameters of the anchor plate and the annular anchor plate include: the ultimate tensile force of the anchor plate specimen, the number of U-shaped bolts required on the annular anchor plate, and the determination of the dimensions, materials and layout methods of the anchor plate and the annular anchor plate.

[0009] In the preferred solution, the ultimate tensile force of the steel bar anchor plate specimen should not be less than the tensile force when the steel bar reaches the ultimate strength standard value. The calculation formula for the ultimate tensile force of the anchor plate specimen is: ; In the formula: is the tensile force when the steel bar reaches the ultimate bearing capacity standard value; is the uplift bearing capacity of the anchor plate; is the ultimate strength standard value of the steel bar; is the cross-sectional area of the steel bar; is the relative anchorage area, represents the net area of the anchor plate; is the anchorage length of the steel bar; is the ultimate tensile strength of the steel bar; is the diameter of the steel bar; In the preferred solution, the steel bars in the triangular tooth block and the steel bars in the box girder bottom plate are connected by the annular anchor plate and the U-shaped bolts. The U-shaped bolts mainly resist the vertical component of the splitting force under the anchor. The calculation formula for the number of U-shaped bolts required in the splitting effect area under the annular anchor plate is: ; In the formula is the number of U-shaped bolts required on the annular anchor plate; α is the tangent angle before and after the turning of the prestressed steel bar; is the design value of the prestressed anchorage force, taking 1.2 - 1.5 times the tension control force; is the design value of the splitting force under the anchor; is the width of the anchor backing plate; is the vertical distance from the center of the anchorage force to the upper edge of the tooth plate; is the design value of the tensile strength of a single bolt.

[0010] In the preferred solution, in the calculation of the deformation of the welded steel bar component, a three-way rotational stiffness mechanical solution model is adopted; Independently solve for the rotational stiffness Rx of the horizontal bars in the plane where the vertical bars and horizontal bars are located, the rotational stiffness Ry of the vertical bars with the horizontal bars as the rotation axis, and the rotational stiffness Rz of the horizontal bars with the vertical bars as the rotation axis; For R x the mechanical solution model, the two ends of the vertical bars are hinged and constrained, and a force is applied to the end of the horizontal bars F , the vertical deformation of the loading end of the horizontal bars is:

[0011] In the formula, is the deformation amount of the loading end caused by the bending of the horizontal bars themselves; is the deformation amount of the loading end of the horizontal bars caused by the bending of the vertical bars; is the deformation amount of the loading end of the horizontal bars caused by the in-plane rotation of the horizontal bars; L 1, L 2 are the lengths of the vertical bars and horizontal bars respectively; I 1, I 2 are the section bending moment of inertia of the vertical bars and horizontal bars respectively; E is the elastic modulus of the steel bars; For R y the mechanical solution model, the two ends of the horizontal bars are fixed and constrained, and a force is applied to the end of the vertical bars F , the vertical deformation of the loading end of the vertical bars is:

[0012] In the formula, is the deformation amount of the loading end caused by the bending of the vertical bars themselves; is the deformation amount of the loading end of the vertical bars caused by the bending of the horizontal bars; is the deformation amount of the loading end of the vertical bars caused by the torsion of the horizontal bars; is the deformation amount of the loading end of the vertical bars caused by the rotation of the vertical bars around the horizontal bars; G is the torsional modulus of the steel bars; is the section torsional moment of inertia of the horizontal bars.

[0013] Similarly, for R z the mechanical solution model, the vertical deformation of the loading end of the horizontal bars is:

[0014] In the formula, is the deformation amount of the loading end caused by the bending of the horizontal bars themselves; is the deformation amount of the loading end of the horizontal bars caused by the bending of the vertical bars; is the deformation of the transverse reinforcement loading end caused by the torsional force on the longitudinal reinforcement; is the deformation of the transverse reinforcement loading end caused by the rotation of the transverse reinforcement around the longitudinal reinforcement; is the torsional moment of inertia of the cross-section of the longitudinal reinforcement.

[0015] In the preferred solution, the rigid angle curves of all specimens subjected to the loading test are analyzed; A1. Establish a moment-rotation constitutive model based on the stiffness-rotation curves obtained from the test, including an ideal stiffness-rotation model and a point moment-rotation constitutive model. The ideal stiffness-rotation model is expressed as:

[0016] where represents the initial stiffness, is the elastic rotation angle, is the stiffness degradation rate. Based on the ideal stiffness-rotation model, by integrating this formula, the solder joint moment-rotation constitutive model is obtained: ; A2. Extract the initial stiffness, elastic rotation angle, and stiffness degradation rate of the stiffness-rotation curves of S x1 groups of 50 - 60 specimens, and perform probability statistical analysis on these data. The initial stiffness, elastic rotation angle, and stiffness degradation rate all conform to the Gaussian distribution. The specific distribution functions are: ; ; ; In the formula , , are the means of the initial stiffness, elastic rotation angle, and stiffness degradation rate respectively, , , are their standard deviations respectively. The mean values and standard deviation values of the Gaussian functions of the remaining groups of specimens are based on the specimens of S x1 groups of specimens and are normalized and corrected. The correction formula is: ; ; ; ; where , are respectively ( ) the mean value and standard deviation of the Gaussian distribution function of the parameters ( ) extracted from the stiffness-rotation curves of the specimens of the group; , are respectively the normalized correction coefficients of the mean value and standard deviation of the Gaussian function of the parameters extracted from the stiffness-rotation angle curves of the group of test pieces; , are respectively the mean value and standard deviation of the parameters extracted from the stiffness-rotation angle curves of the group of test pieces.

[0017] In the preferred solution, the deformation calculation method for calculating the welded steel bar parts includes: Determine the randomness characteristics of the rotational stiffness of the welded joints, collect data through a stepped loading test and perform probability density function fitting; Establish the relationship between the rotational stiffness of the solder joints and the cross-sectional area of the welds, and perform linear fitting by measuring the cross-sectional dimensions of the welds; Determine the value of the rotational stiffness of the welded joints according to the steel bar diameter and welding type, and use linear interpolation or normalization correction; Establish a finite element model, input the rotational stiffness parameters of the solder joints and simulate the overall deformation of the steel bar parts; Output the calculation results, evaluate the influence of the randomness of the solder joint stiffness on the overall deformation, and optimize the design parameters.

[0018] 9. A method for the prefabricated design of bridge steel bar parts according to claim 8, characterized in that: measure the cross-sectional dimensions of the welded joints after the failure of the group of test pieces, calculate the cross-sectional area A, and perform linear fitting with the rotational stiffness Rx of the welded joints. The fitting relationship formula is: ; wherein, and are fitting constants, obtained through statistical analysis of test data and Gaussian distribution fitting; In the preferred solution, if the steel bar diameter belongs to the test research range, directly refer to the test data or the parameters after normalization correction; if not, use the linear interpolation method to determine the rotational stiffness; If the welding type is CO2 gas shielded welding, directly use the test data; if the welding type is different, make corrections based on the relationship between the solder joint stiffness and the cross-sectional area of the weld; The steps for establishing a finite element model include: Sort out the information of the welded steel bar parts; Judge whether the steel bar diameter belongs to the test research range; If it belongs, directly take the value; if not, use linear interpolation; Judge whether the welding type is CO2 gas shielded welding; Establish a numerical model and calculate the deformation; Generate multiple samples using the Monte Carlo random sampling method, evaluate the influence of the randomness of the solder joint stiffness on the overall deformation, and optimize the design parameters based on the output results of the finite element model.

[0019] The present invention provides a method for the modular design of bridge steel bars, which has achieved remarkable results in many aspects such as design concept, technological innovation, mechanical property research, and practical application, and has strongly promoted the development of the bridge construction industry.

[0020] The innovative design principles and connection structures proposed by this method have been verified reliable through model tests and numerical analyses. In terms of mechanical property research, the constraint mechanism and laws of solder joints are revealed, a mathematical model is established, a deformation calculation theory is proposed, the overall stiffness is quantified, and the construction of complex steel bar components is supported. In practical applications, it has been successfully applied in many major projects, achieving remarkable economic and social benefits, promoting the industry's upgrade to industrialization and digitalization, alleviating the pressure of the shortage of technical workers, and having broad application prospects. Brief Description of the Drawings

[0021] The present invention will be further described below in conjunction with the drawings and embodiments: Figure 1 is the split view of the single-cell steel bar block of the present invention; Figure 2 is the split view of the single-cell double-chamber steel bar block of the present invention; Figure 3 is the split view of the single-cell single-chamber mesh of the present invention; Figure 4 is the assembly sequence diagram of the single-cell single-chamber mesh of the present invention; Figure 5 is the split structure diagram of the steel bar block of the present invention; Figure 6 is the steel bar structure diagram of the anchor plate tooth block of the present invention; Figure 7 is the steel bar structure diagram of the end anchor tooth block of the present invention; Figure 8 is the finite element model diagram of the tooth block of the prestressed box girder of the present invention; Figure 9 is the failure mode analysis diagram of the three types of tooth blocks of the present invention; Figure 10 is the load-strain relationship diagram of the steel bar of the present invention; Figure 11 is the tensile effect diagram of the tooth block anchorage area of the post-tensioned prestressed member of the present invention; Figure 12 is the welding joint structure diagram of the present invention; Figure 13 is the mechanical solution model diagram of the three-way rotational stiffness of the present invention; Figure 14 is the stiffness-rotation angle curve diagram of the present invention; Figure 15 It is the curve graph of the ideal stiffness-rotation angle model and the moment-rotation angle constitutive model of the present invention; Figure 16 It is the distribution diagram of the weld cross-section size of the present invention; Figure 17 It is the fitting graph of the relationship between the stiffness value of the welded joint and the weld cross-sectional area of the present invention; Specific implementation manners Example 1 As Figure 1-17 shown, a method for the prefabricated design of bridge reinforcement components, the method comprising: S1. Disassemble the overall reinforcement components according to the construction conditions into reinforcement blocks and reinforcement meshes, and expand them into two-dimensional plane drawings through a three-dimensional model to determine the dimensional parameters; S2. Design two types of tooth-block reinforcement component structures, namely, end-anchored tooth blocks and anchor-plate tooth blocks, for the end-anchored tooth-block reinforcement components; S3. Establish a mechanical solution model for the rotational stiffness of the solder joints and a moment-rotation angle constitutive model according to the welded structure of the reinforcement components, and calculate the deformation of the welded reinforcement components.

[0022] Reinforcement component division: According to the length of the reinforcement raw material, the single-section casting height of the concrete, the structural form of the bridge tower, the lifting capacity of the equipment, and also taking into account various factors such as lifting deformation, stability, and construction convenience, etc., to determine the division method of the bridge tower reinforcement components. Common division forms include straight chamfer integral components, 1 / 2 block components, 1 / 4 block components, arc chamfer integral components, etc., and integral section division or block division can be carried out.

[0023] Reinforcement mesh disassembly: The section reinforcement components are connected by multiple reinforcement meshes, and the height of the reinforcement mesh is the same as the height of the bridge tower reinforcement components. It is mainly disassembled into an outer ring reinforcement mesh (the reinforcement mesh on the outside of the bridge tower) and an inner ring reinforcement mesh (the reinforcement mesh in the inner cavity of the bridge tower). The outer layer of stirrups is continuous in a ring and is disassembled into a broken-line-shaped reinforcement mesh according to the center line; the inner layer of stirrups is disconnected at each corner point and disassembled into a plane mesh. By establishing a three-dimensional model of the outer contour of the bridge tower section reinforcement, expanding it to form a two-dimensional plane drawing, arranging the main bars and stirrups at the designed spacing on the plane drawing, and then measuring the dimensional parameters such as the length of the main bars, the length and flat bending angle of the stirrups, and the position of the broken line.

[0024] Reinforcement block disassembly: The section reinforcement components are connected by multiple reinforcement blocks with the same height and interlocking with each other, and the height of the reinforcement blocks is the same as the height of the bridge tower reinforcement components.

[0025] As Figure 1-4The structure shown. Bridge: The segmental bridge is disassembled longitudinally and transversely. There are two disassembly design methods for the cross-section: blockization and meshing. When blockizing, the steel bars at the bottom plate, bottom corner, wing plate, top plate, and web of a single-cell box girder are split into blocks, and the steel bars at the vertical chamfer are split into meshes. The intersections of the transverse closed hoops between blocks are connected by tying. The longitudinal steel bars that collide with the transverse steel bars during the block installation are set as post-inserted steel bars. For a single-cell double-box girder, the wing plate, top plate, web, and bottom plate are split into blocks, and the remaining parts are split into meshes and post-inserted steel bars. The lower chamfer is not split into separate blocks, and the transverse steel bars at the chamfer of the middle web are connected at the intersections. When meshing, the upper and lower edges of the bottom plate, upper and lower edges of the wing plate, upper and lower edges of the top plate, and chamfer steel bars of the single-cell single-segment beam steel bars are split into meshes, and the web steel bars are split into blocks. Similarly, the longitudinal steel bars that will collide with the transverse steel bars during the mesh installation are set as post-inserted steel bars. When assembling the bridge steel bar mesh, first assemble the circular arc steel bar mesh, and then assemble the mesh and post-insert the steel bars in the order from bottom to top and from both sides to the middle.

[0026] Bridge disassembly: The cross-section disassembly and steel bar division method of the cast-in-place box girder of the whole span are basically the same as those of the segmental bridge, and there are also two methods: block and mesh. However, due to the large size of the cast-in-place box girder of the whole span, for the top, bottom plates and web steel bars, they need to be divided into multiple parts according to the actual situation during division, and the steel bar joints are connected by lapping. When segmenting longitudinally, it is necessary to meet the stress requirements, avoid the tooth block position, consider the weight of the steel bar segments and the steel bar matching, etc. The steel bars at the segment joints between segments should be connected by lapping. One longitudinal steel bar should be left at each end of the disassembled parts. The lapping length of the lapping steel bars should meet the requirements of the design and construction specifications. For the variable cross-section segment in the longitudinal direction of the cast-in-place box girder of the whole span, in order to facilitate the division of the steel bar mesh or blocks, on the basis of ensuring reliable stress, an adaptable stepped mutation cross-section design scheme is adopted.

[0027] (1) Segmental bridge The segmental bridge parts are mainly disassembled longitudinally and transversely. The cross-section mainly considers two disassembly design methods: block and mesh.

[0028] 1) Blockization disassembly design The steel bars of a single segment beam are disassembled in the following way. The steel bars at the bottom plate, bottom corner, wing plate, top plate, and web are all split into blocks, and the steel bars at the vertical chamfer are split into meshes. The intersections of the transverse closed hoops between blocks are connected by tying. The longitudinal steel bars that collide with the transverse steel bars during the block installation are set as post-inserted steel bars, which are marked with a dotted box in the figure, as shown in Figure 1.

[0029] The wing slab, top slab, web and bottom slab of the single-box double-chamber bridge steel bars are split into blocks, and the rest are split into mesh pieces and post-inserted steel bars. The lower chamfer is not split into separate blocks, and the transverse steel bars at the chamfer of the middle web are connected at the intersections. As shown in Figure 2.

[0030] 2) Mesh splitting design The steel bars of the single-box single-chamber segmental beam are split in the following way. The upper and lower edges of the bottom slab, the upper and lower edges of the wing slab, the upper and lower edges of the top slab and the chamfer steel bars are all split into mesh pieces, and the web steel bars are split into blocks. The longitudinal steel bars that will collide with the transverse steel bars during the installation of the mesh pieces are set as post-inserted steel bars and are marked with a dotted box in the figure. As shown in Figure 3.

[0031] The bridge steel bar mesh pieces are assembled in the following steps. Since the assembly is carried out on the jig, if the web parts are assembled first, the arc steel bar mesh pieces cannot be put in. Therefore, the arc steel bar mesh pieces are assembled first, and then the mesh pieces are assembled in the order from bottom to top and from both sides to the middle and the steel bars are post-inserted. As shown in Figure 4.

[0032] The splitting method of the cross-section of the integral cast-in-place box girder and the segmental bridge and the steel bar division method are basically the same, and can also be divided into two splitting design methods: blocks and mesh pieces. It should be noted that the size of the integral cast-in-place box girder is larger than that of the segmental beam. For the top, bottom slabs and web steel bars, when dividing into mesh pieces or blocks, it is necessary to consider dividing into multiple parts according to the actual situation, and the steel bar joints are connected by lapping.

[0033] When segmenting along the bridge direction, it is necessary to meet the force requirements, avoid the tooth block positions, the weight of the steel bar segments and the steel bar matching and other factors. The steel bars at the joints between segments are preferably connected by lapping. After splitting, a section of longitudinal steel bars is left at both ends of the parts. The lapping steel bar length meets the requirements of the design and construction specifications. The longitudinal splitting scheme is as Figure 5 shown.

[0034] Example 2 Combined with Example 1 for further illustration, the structure of the end-anchored tooth block is an anchor plate; the structure of the anchor plate type tooth block is an annular anchor plate, and the annular anchor plate and the U-shaped bolt connect the steel bars in the anchor plate type tooth block with the steel bars in the box girder bottom slab; Use ABAQUS to establish a finite element model of the prestressed tooth block, and simulate and analyze the failure modes and the stress and strain conditions of the steel bars of different tooth blocks; calculate the design parameters of the end-anchored tooth block and the anchor plate type tooth block in the steel bar parts of the end-anchored tooth block.

[0035] Aiming at the characteristics of the complex reinforcement of the traditional tooth block and the mutual interpenetration and anchoring with the box body steel bars, which are difficult to be manually tied, two types of steel bar part tooth block steels, namely the end-anchored type and the anchor plate type, are proposed based on the concept of end anchoring. As Figure 6-7As shown in the figure. The anchor plate type tooth block means that the tooth block steel bars are separated from the box body steel bars and are connected through plate connectors or U-shaped bolts, so as to realize the independent forming and overall assembly of the tooth block steel bars and the box body steel bars. The end anchor type tooth block means that the interpenetrating anchoring between the tooth block steel bars and the box body is converted into end anchor block anchoring, so as to realize the independent forming and overall assembly of the tooth block steel bars and the box body steel bars. These two types of tooth blocks optimize the problem of complex structure of traditional tooth block steel bars, facilitate the industrial production and assembly of steel bar parts, and greatly improve the construction quality and efficiency.

[0036] Application scenarios: The anchor plate type tooth block and the end anchor type tooth block can be used in the area of local anchoring of prestressed steel strands, such as inside the box girder cavity.

[0037] Based on the general finite element software ABAQUS, a finite element model of the prestressed tooth block is established, as Figure 8 shown. This model mainly includes the end anchor plate of the tooth block, concrete, steel cage, spiral steel bars, circular anchor plate, U-shaped steel bars, real prestressed steel bars and virtual prestressed steel bars. In the finite element model, the anchor plate and concrete are simulated by 8-node reduced integration C3D8R solid elements; the steel cage, virtual prestressed steel bars and spiral steel bars are simulated by 2-node T3D2 truss elements; the U-shaped steel bars and real prestressed steel bars are simulated by 3-node B31 beam elements.

[0038] The failure modes of the three types of tooth blocks are as Figure 9 shown. It can be seen from the figure that the side cracks of the triangular tooth blocks in the end anchor type tooth block and the traditional tooth block are relatively sparse, and the crack development of the two is relatively similar. The reason is that the steel bar structures of the end anchor type tooth block and the traditional tooth block are relatively similar, mainly manifested as the end anchor type tooth block changes the hook of the transverse steel bar in the traditional tooth block to end anchor plate anchoring, and the rest of the steel bar structures and layouts have little difference. The distribution of the side cracks of the triangular tooth block in the anchor plate type tooth block is denser than that of the traditional tooth block. The reason is that the steel bar structures of the anchor plate type tooth block and the traditional tooth block are quite different. It is mainly manifested that the anchor plate type tooth block cancels some of the transverse reinforcement bars, longitudinal reinforcement bars and lateral reinforcement bars extending into the box girder bottom plate in the traditional tooth block, resulting in a reduction in the steel bar reinforcement in the area of the splitting effect under the anchor, thus leading to more and denser side cracks in the triangular tooth block.

[0039] From Figure 10 Figures (a)-(c), it can be seen that the trends of the load-strain curves of the transverse reinforcement bars of the three types of tooth blocks are the same, showing that the steel bar strain increases with the increase of the loading force. The strain levels of the transverse reinforcement bars at the same measuring point position in the three types of tooth blocks are relatively low, and the maximum strain of the steel bars is less than 500 με, far less than the yield strain of the steel bars (2000 με). From Figure 10 Figure (d), it can be seen that the steel bar strains at the same position of the three types of tooth blocks change little.

[0040] In summary, in terms of the failure mode, the side cracks in the anchorage areas of the traditional tooth blocks and the end-anchored tooth blocks develop similarly, with the cracks being sparse. The cracks in the anchor plate tooth blocks develop more densely and concentratedly compared to the traditional tooth blocks. For the tooth block models of the three structural forms, the stress of the steel bars in the anchorage area of the triangular tooth blocks is the largest, and the stress of the steel bars in the rest of the parts is very small; the stresses of the anchorage plates in the end-anchored type and the circular anchor plates in the anchor plate tooth blocks are very small, both not exceeding 174 MPa, and neither reaching the yield strength of the steel.

[0041] In the preferred solution, the design parameters of the anchorage plate and the circular anchor plate include: the ultimate tensile force of the anchorage plate specimen, calculating the number of U-shaped bolts required on the circular anchor plate, and determining the dimensions, materials, and arrangement methods of the anchorage plate and the circular anchor plate.

[0042] The shape of the anchorage plate can be rectangular, square, oval, or circular, the bearing area is not less than 4.5 times the nominal area of the anchorage steel bar, and the thickness is not less than the diameter of the anchor bar; The length S 1 and the width S 2 of the circular anchor plate are designed according to the length and width of the triangular tooth block, the thickness ℎ of the plate is not less than 5 times the diameter of the U-shaped bolt and not less than the diameter of the main bar of the tooth block.

[0043] In the preferred solution, the ultimate tensile force of the steel bar anchorage plate specimen should not be less than the tensile force when the steel bar reaches the standard value of the ultimate strength. The calculation formula for the ultimate tensile force of the anchorage plate specimen is: ; In the formula: is the tensile force when the steel bar reaches the standard value of the ultimate bearing capacity; is the uplift bearing capacity of the anchorage plate; is the standard value of the ultimate strength of the steel bar; is the cross-sectional area of the steel bar; is the relative anchorage area, represents the net area of the anchorage plate; is the anchorage length of the steel bar; is the ultimate tensile strength of the steel bar; is the diameter of the steel bar; The anchor plate tooth block connects the steel bars in the triangular tooth block and the steel bars in the box girder bottom plate through the circular anchor plate and the U-shaped bolts. The U-shaped bolts mainly resist the vertical component of the splitting force under the anchor. The U-shaped bolts in other areas can be arranged according to the structural regulations, as shown in Figure 11.

[0044] In the preferred solution, the steel bars in the triangular tooth block and the steel bars in the box girder bottom plate are connected through the circular anchor plate and the U-shaped bolts. The U-shaped bolts mainly resist the vertical component of the splitting force under the anchor. The calculation formula for the number of U-shaped bolts required in the splitting effect area under the circular anchor plate is: ; In the formula is the number of U-shaped bolts required on the annular anchor plate; α is the tangent angle before and after the deflection of the prestressed steel bar; is the design value of the prestressed anchoring force, taking 1.2 - 1.5 times the tension control force; is the design value of the splitting force under the anchor; is the width of the anchor backing plate; is the vertical distance from the center of the anchoring force to the upper edge of the tooth plate; is the design value of the tensile strength of a single bolt.

[0045] Example 3 In the preferred solution, in the deformation calculation of the welded steel bar component, a three-way rotational stiffness mechanical solution model is adopted; The welded steel bar components are mainly divided into mesh type and block type, and the intersection points of the vertical bars and horizontal bars are fixed by welding. Analyzing the three-way rotational stiffness of the welded joint is the key to the deformation calculation of the welded steel bar component. The three-way rotational stiffnesses are respectively the rotational stiffness of the horizontal bar in the plane where the vertical bar and the horizontal bar are located R x , the rotational stiffness of the vertical bar rotating around the horizontal bar R y , and the rotational stiffness of the horizontal bar rotating around the vertical bar R z ( Figure 12 ), where R x has the most significant impact on the overall stiffness of the welded steel bar component.

[0046] For independent solution of R x , R y , R z , design a three-way rotational stiffness mechanical solution model, as shown in Figure 13 .

[0047] Independently solve for the rotational stiffness Rx of the horizontal bar in the plane where the vertical bar and the horizontal bar are located, the rotational stiffness Ry of the vertical bar rotating around the horizontal bar, and the rotational stiffness Rz of the horizontal bar rotating around the vertical bar; For the R x mechanical solution model, the two ends of the vertical bar are hinged and constrained, and a force F is applied to the end of the horizontal bar. The vertical deformation of the loading end of the horizontal bar is:

[0048] In the formula, is the deformation amount of the loading end caused by the bending of the horizontal bar itself; is the deformation of the transverse bar loading end caused by the bending of the vertical bar; is the deformation of the transverse bar loading end caused by the in-plane rotation of the transverse bar; L 1, L 2 are the lengths of the vertical bar and the transverse bar respectively; I 1, I 2 are the cross-sectional flexural moment of inertia of the vertical bar and the transverse bar respectively; E is the elastic modulus of the steel bar; For R y the mechanical solution model, the two ends of the transverse bar are fixed and constrained, and a force is applied to the end of the vertical bar F , the vertical deformation of the vertical bar loading end is:

[0049] In the formula, is the deformation of the loading end caused by the bending of the vertical bar itself; is the deformation of the vertical bar loading end caused by the bending of the transverse bar; is the deformation of the vertical bar loading end caused by the torsion of the transverse bar; is the deformation of the vertical bar loading end caused by the rotation of the vertical bar around the transverse bar; G is the torsional modulus of the steel bar; is the cross-sectional torsional moment of inertia of the transverse bar.

[0050] Similarly, for R z the mechanical solution model, the vertical deformation of the transverse bar loading end is:

[0051] In the formula, is the deformation of the loading end caused by the bending of the transverse bar itself; is the deformation of the transverse bar loading end caused by the bending of the vertical bar; is the deformation of the transverse bar loading end caused by the torsion of the vertical bar; is the deformation of the transverse bar loading end caused by the rotation of the transverse bar around the vertical bar; is the cross-sectional torsional moment of inertia of the vertical bar.

[0052] The variation laws of the stiffness-rotation angle curves of all specimens during loading are basically the same, Figure 14 is S x1The stiffness-rotation angle curves of 50 specimens in a group. It can be seen from the figure that: the stiffness-rotation angle curves of specimens in the same group show a certain degree of discreteness; the stiffness-rotation angle curves can be roughly divided into three stages, namely the initial elastic stage, the stiffness degradation stage, and the residual stiffness stage. Among them, the characteristic of the initial elastic stage is that the stiffness is basically unchanged; the characteristic of the stiffness degradation stage is that the stiffness decreases rapidly with the increase of the rotation angle; the characteristic of the residual stiffness stage is that the stiffness continues to decrease with the increase of the rotation angle, but the decreasing speed is very slow. In this stage, even when the load is not increased, the specimen can no longer be self-stabilized.

[0053] Example 4 Analyze the stiffness-rotation angle curves of all specimens subjected to the loading test; From Figure 14 the test stiffness-rotation angle curves of the welded joints in, and combined with the actual engineering application, an ideal stiffness-rotation angle model as shown in Figure 6 can be established. The curve of this model consists of a horizontal line in the initial elastic stage and an oblique line in the stiffness degradation stage. Since the stiffness in the residual stiffness stage is small and the specimen can no longer be self-stabilized, the stiffness in this stage is not considered for the sake of safety.

[0054] A1. Establish a moment-rotation constitutive model based on the stiffness-rotation angle curves obtained from the test, including an ideal stiffness-rotation angle model and a point moment-rotation constitutive model. The ideal stiffness-rotation angle model is expressed as:

[0055] Where represents the initial stiffness, is the elastic rotation angle, is the stiffness degradation rate. Based on the ideal stiffness-rotation angle model, by integrating this formula, the solder joint moment-rotation constitutive model is obtained: ; A2. Extract the initial stiffness, elastic rotation angle, and stiffness degradation rate of the stiffness-rotation angle curves of 50 - 60 specimens in group S x1 and conduct probability statistical analysis on these data. The initial stiffness, elastic rotation angle, and stiffness degradation rate all conform to the Gaussian distribution. The specific distribution functions are: ; ; ; In the formula , , are the mean values of the initial stiffness, elastic rotation angle, and stiffness degradation rate respectively, , , are their standard deviations respectively. The mean values and standard deviations of the Gaussian functions for the test pieces in the remaining groups are based on the S x1 group of test pieces and are normalized and corrected. The correction formula is: ; ; ; ; where and are respectively ( ) the mean value and standard deviation of the Gaussian distribution function of the parameter ( ) extracted from the stiffness-rotation angle curve of the test pieces in the and are respectively the normalization correction coefficients of the mean value and standard deviation of the Gaussian function of the parameter extracted from the stiffness-rotation angle curve of the test pieces in the and are respectively the mean value and standard deviation of the parameter extracted from the stiffness-rotation angle curve of the test pieces in the

[0056] Example 5 The deformation calculation method for calculating welded steel bar components includes: Determine the randomness characteristics of the rotational stiffness of the welded joint, collect data through a stepped loading test and perform probability density function fitting; Establish the relationship between the rotational stiffness of the solder joint and the cross-sectional area of the weld, and perform linear fitting by measuring the cross-sectional dimensions of the weld; Determine the value of the rotational stiffness of the welded joint according to the steel bar diameter and welding type, and use linear interpolation or normalization correction; Establish a finite element model, input the rotational stiffness parameters of the solder joint and simulate the overall deformation of the steel bar component; Output the calculation results, evaluate the influence of the randomness of the solder joint stiffness on the overall deformation, and optimize the design parameters.

[0057] In the preferred solution, measure the cross-sectional dimensions of the welded joint after the failure of this group of test pieces, calculate the cross-sectional area A, and perform linear fitting with the rotational stiffness Rx of the welded joint. The fitting relationship formula is: ; where and are fitting constants obtained through experimental data statistics and Gaussian distribution fitting; There are many factors causing the rotational stiffness of welded joints to be random, such as welding time, welding environment, welders, welding current, and welding voltage. It should be noted that these factors also affect the size of welded joints. Considering the force on the welded joint, there must be a certain relationship between the size of the welded joint and its rotational stiffness. Therefore, in the experiment, the cross-sectional sizes of the welded joints of 50 specimens in the Rx-36-20 group after failure were measured, as shown in Figure 16 . In the figure, the longitudinal direction of the cross-section of the welded joint is defined as the axis direction of the vertical reinforcement, and the transverse direction is the direction perpendicular to the longitudinal direction. From Figure 16 , it can be seen that the longitudinal and transverse sizes of the cross-section of the welded joint show a random distribution. The cross-section of the welded joint is approximately elliptical. Taking the longitudinal and transverse sizes of the cross-section of the welded joint as the main axis lengths of the ellipse, the cross-sectional area A of the welded joint of each specimen is calculated, and a linear fitting is performed with the rotational stiffness Rx of the welded joint. The results are shown in Figure 17 . The specific fitting formula is: ; The significance of establishing the relationship between the rotational stiffness of the welded joint and the cross-sectional area of the welded joint is that: compared with the rotational stiffness of the welded joint, the cross-sectional area of the welded joint is easier to obtain, which is beneficial to practical engineering applications. When the factors affecting the rotational stiffness of the welded joint change, there is no need to conduct a test on the stiffness of the welded steel bars. The size of the welded joint can directly represent the rotational stiffness of the welded joint.

[0058] In the preferred solution, if the diameter of the steel bar is within the scope of experimental research, the experimental data or the parameters after normalization correction are directly referred to; if it is not within the scope, the linear interpolation method is used to determine the rotational stiffness; When designing the steel bar components of a bridge, if the diameter of the steel bar currently used is within the scope covered by previous experimental research, this means that during the experiment, the rotational stiffness and other related parameters of the steel bar with this diameter have been tested and analyzed. At this time, the data obtained from the experiment can be directly referred to, or the parameters after normalization correction can be used to determine the rotational stiffness. Normalization correction is usually to eliminate the differences under different experimental conditions and make the data more general and comparable. In this way, the rotational stiffness value can be obtained quickly and accurately, providing a reliable basis for subsequent structural analysis and design.

[0059] When the diameter of the steel bar is not within the scope of experimental research, due to the lack of direct experimental data support, the linear interpolation method needs to be used to determine the rotational stiffness. The linear interpolation method is a mathematical method. Based on two known data points, it is assumed that the change between these two points is linear, and then the value of the unknown point is calculated through a proportional relationship. When determining the rotational stiffness, first find the two known diameters closest to the unknown diameter in the experimental research and their corresponding rotational stiffness values, and then calculate the rotational stiffness corresponding to the target steel bar diameter according to the linear relationship.

[0060] If the welding type is CO2 gas shielded welding, the test data can be directly used; if the welding type is different, it shall be corrected based on the relationship between the solder joint stiffness and the weld cross-sectional area. If the actually adopted welding type is CO2 gas shielded welding, since relevant tests have been carried out for this welding type in previous experimental studies and corresponding test data have been accumulated. Therefore, when determining the rotational stiffness, these test data can be directly used. This is because under similar process conditions for the same welding type, the performance of its welded joints is relatively stable, and the test data can accurately reflect the rotational stiffness characteristics under this welding type, thus providing a direct reference for engineering applications.

[0061] When the welding type is different from that in the experimental study, due to the differences in welding processes, the performance of the solder joints will be different, which will in turn affect the rotational stiffness. At this time, it is corrected based on the previously established relationship between the solder joint stiffness and the weld cross-sectional area. By measuring the weld cross-sectional area of the actual welded joint and using the existing relationship formula The rotational stiffness can be adjusted and corrected accordingly to make it more in line with the actual situation under different welding types, ensuring that the rotational stiffness can be accurately obtained under different welding types and providing reliable parameters for subsequent structural design.

[0062] The steps for establishing the finite element model include: Sort out the information of the welded steel bar parts; Judge whether the diameter of the steel bar belongs to the experimental research range; If it belongs, directly take the value; if it does not belong, linear interpolation shall be used; Judge whether the welding type is CO2 gas shielded welding; Establish a numerical model and calculate the deformation; Use the Monte Carlo random sampling method to generate multiple samples, evaluate the influence of the randomness of the solder joint stiffness on the overall deformation, and optimize the design parameters based on the output results of the finite element model.

[0063] Using the Monte Carlo random sampling method to generate multiple samples, evaluate the influence of the randomness of the solder joint stiffness on the overall deformation, and optimize the design parameters based on the output results of the finite element model" is a scientific and systematic method, which can effectively cope with the uncertainty brought by the randomness of the solder joint stiffness and provide a reliable basis for the design of steel bar parts. This method combines the advantages of probability statistics and numerical simulation and is applicable to the analysis and optimization of complex engineering problems.

[0064] First, determine the probability distribution parameters of the solder joint stiffness. Through the statistical analysis of a large amount of welding test data, obtain the mean and standard deviation of the rotational stiffness of the solder joint, etc. Then, use a computer program to randomly generate multiple solder joint stiffness sample values according to the established probability distribution. Substitute these different solder joint stiffness samples into the mechanical analysis model of the welded steel bar component respectively, and calculate the corresponding overall deformation results of the steel bar component. Through the statistical analysis of the calculation results of a large number of samples, it is possible to understand how the randomness of the solder joint stiffness affects the overall deformation, and information such as the probability of different deformation amounts occurring and the distribution range of the deformation can be obtained, so as to comprehensively evaluate the influence degree of the randomness of the solder joint stiffness on the overall deformation.

[0065] After inputting the solder joint stiffness samples obtained by Monte Carlo random sampling into the finite element model, a series of deformation results of the steel bar component will be obtained. Through the analysis of these results, judge whether the current design parameters (such as steel bar diameter, spacing, solder joint layout, etc.) meet the design requirements, whether they meet the deformation limit, strength requirements, etc.

[0066] If the requirements are not met, adjust the design parameters according to the results output by the finite element model. If it is found that the deformation in some areas is too large, the diameter of the steel bars in this area can be appropriately increased or the steel bar spacing can be reduced; if the stress concentration is serious near some solder joints, the layout of the solder joints can be adjusted or the solder joint connection method can be optimized. After adjusting the design parameters multiple times and re-performing the finite element analysis until an optimized combination of design parameters that meets the design requirements is obtained, so as to realize the optimization of the design parameters based on the results output by the finite element model.

[0067] The above embodiments are only the preferred technical solutions of the present invention and should not be regarded as limitations on the present invention. The protection scope of the present invention should be the technical solutions recorded in the claims, including the equivalent replacement solutions of the technical features in the technical solutions recorded in the claims. That is, the equivalent replacement improvements within this scope are also within the protection scope of the present invention.

Claims

1. A method for designing the assembly of bridge reinforcement components, characterized by: The method includes: S1. Disassemble the entire steel bar component according to the construction situation, disassemble it into steel bar blocks and steel mesh, and expand it into a two-dimensional plane through a three-dimensional model to determine the size parameters; S2. Design two types of tooth block reinforcement component structures: end anchor tooth block and anchor plate tooth block for the end anchor tooth block reinforcement component; S3. According to the welding structure of the steel bar components, a mechanical solution model for the rotational stiffness of the weld point and a bending moment-rotation constitutive model are established to calculate the deformation of the welded steel bar components.

2. According to the method for designing the assembly of bridge reinforcement components according to claim 1, the characteristics are as follows: The structure of the anchor type tooth block is an anchor plate; the structure of the anchor plate type tooth block is an annular anchor plate, and the annular anchor plate and U-shaped bolts connect the steel bars in the anchor plate type tooth block with the steel bars in the bottom plate of the box beam; The finite element model of the prestressed tooth block was established using ABAQUS, and the failure modes of different tooth blocks and the stress and strain of the steel bars were simulated and analyzed. The design parameters of the end-anchored tooth block and the anchor plate tooth block in the steel bar components of the end-anchored tooth block were calculated.

3. The method for designing the assembly of bridge reinforcement components according to claim 2 is characterized by: The design parameters of the anchor plate and the annular anchor plate include: the ultimate tensile force of the anchor plate specimen, the calculation of the number of U-bolts required on the annular anchor plate, and the determination of the size, material and arrangement of the anchor plate and the annular anchor plate.

4. The method for designing the assembly of bridge reinforcement components according to claim 3 is characterized by: The ultimate tensile force of the steel bar anchor plate specimen should not be less than the tensile force when the steel bar reaches the standard value of the ultimate strength. The calculation formula for the ultimate tensile force of the anchor plate specimen is: ; Where: It is the tensile force when the steel bar reaches the standard value of the ultimate bearing capacity; is the pull-out bearing capacity of the anchor plate; is the standard value of the ultimate strength of steel bars; is the cross-sectional area of ​​the steel bar; is the relative anchoring area, It represents the net area of ​​the anchor plate; is the steel bar anchorage length; is the ultimate tensile strength of the steel bar; is the diameter of the steel bar.

5. The method for designing the assembly of bridge reinforcement components according to claim 3 is characterized by: The steel bars in the triangular tooth block and the steel bars in the bottom plate of the box beam are connected by an annular anchor plate and U-shaped bolts. The U-shaped bolts are mainly used to resist the vertical component of the splitting force under the anchor. The calculation formula for the number of U-shaped bolts required in the splitting effect area under the annular anchor plate is: ; In the formula is the number of U-shaped bolts required on the annular anchor plate; α is the tangent angle before and after the prestressed steel bar turns; is the design value of prestressed anchoring force, which is 1.2-1.5 times of the tension control force; is the design value of splitting force under anchor; is the width of the anchor pad; It is the vertical distance from the center of the anchoring force to the upper edge of the tooth plate; It is the design value of tensile strength of a single bolt.

6. The method for designing the assembly of bridge reinforcement components according to claim 1 is characterized by: In the deformation calculation of welded steel bar components, a three-dimensional rotational stiffness mechanics solution model is used; Independently solve the rotational stiffness Rx of the transverse reinforcement in the plane where the vertical reinforcement and the transverse reinforcement are located, the rotational stiffness Ry of the vertical reinforcement with the transverse reinforcement as the rotation axis, and the rotational stiffness Rz of the transverse reinforcement with the vertical reinforcement as the rotation axis; for R x Mechanical solution model, hinge constraints at both ends of the vertical reinforcement, and force applied to the ends of the transverse reinforcement F , vertical deformation of the transverse reinforcement loading end for: In the formula, is the deformation at the loading end caused by the bending of the transverse reinforcement itself; is the deformation of the loading end of the transverse reinforcement caused by the bending of the vertical reinforcement; is the deformation of the loading end of the transverse reinforcement caused by the in-plane rotation of the transverse reinforcement; L 1. L 2 are the lengths of vertical and transverse reinforcements respectively; I 1. I 2 are the cross-sectional bending inertia moments of the vertical and transverse reinforcements respectively; E is the elastic modulus of the steel bar; for R y Mechanical solution model, the two ends of the transverse reinforcement are consolidated and constrained, and the vertical reinforcement ends are applied with force F , vertical deformation at the loading end of the vertical reinforcement for: In the formula, is the deformation at the loading end caused by the bending of the vertical reinforcement itself; is the deformation of the vertical reinforcement loading end caused by the bending of the transverse reinforcement; is the deformation of the vertical reinforcement loading end caused by the torsion of the transverse reinforcement; is the deformation of the vertical reinforcement loading end caused by the rotation of the vertical reinforcement around the transverse reinforcement; G is the torsional modulus of the steel bar; is the cross-sectional torsional moment of inertia of the transverse reinforcement; Similarly, for R z Mechanical solution model, vertical deformation of the transverse reinforcement loading end for: In the formula, is the deformation at the loading end caused by the bending of the transverse reinforcement itself; is the deformation of the loading end of the transverse reinforcement caused by the bending of the vertical reinforcement; is the deformation of the loading end of the transverse reinforcement caused by the torsion of the vertical reinforcement; is the deformation of the loading end of the transverse reinforcement caused by the rotation of the transverse reinforcement around the vertical reinforcement; is the cross-sectional torsional moment of inertia of the vertical reinforcement.

7. The method for designing the assembly of bridge reinforcement components according to claim 6 is characterized by: Analyze the rigid-rotation angle curves of all specimens subjected to loading tests; A1. According to the stiffness-rotation curve obtained from the test, a moment-rotation constitutive model is established, including an ideal stiffness-rotation model and a point moment-rotation constitutive model. The ideal stiffness-rotation model is expressed as: in represents the initial stiffness, is the elastic angle, is the stiffness degradation rate. Based on the ideal stiffness rotation model, the moment rotation constitutive model of the weld point is obtained by integrating the formula: ； A2. Extract S x1 The initial stiffness, elastic rotation angle and stiffness degradation rate of the stiffness rotation angle curves of 50-60 specimens were collected, and the data were subjected to probability statistical analysis. The initial stiffness, elastic rotation angle and stiffness degradation rate all conformed to the Gaussian distribution. The specific distribution function is: ； ； ； In the formula , , are the means of initial stiffness, elastic rotation angle, and stiffness degradation rate, respectively. , , are their standard deviations respectively; the mean and standard deviation of the Gaussian function of the remaining groups of specimens are taken as S x1 The group of specimens is taken as the benchmark and normalized and corrected. The correction formula is: ； ； ； ； in , They are ( ) Parameters extracted from the stiffness-rotation curve of the specimens ( )’s Gaussian distribution function mean and standard deviation; , They are Parameters extracted from the stiffness-rotation curve of the specimen Normalized correction coefficients for the mean and standard deviation of the Gaussian function; , They are Parameters extracted from the stiffness-rotation curve of the specimen The mean and standard deviation of .

8. The method for designing the assembly of bridge reinforcement components according to claim 7 is characterized by: The deformation calculation methods for welded steel bar parts include: Determine the random characteristics of the rotational stiffness of the welded joint, collect data through graded loading tests and perform probability density function fitting; Establish the relationship between the rotational stiffness of the weld and the cross-sectional area of ​​the weld by measuring the cross-sectional dimensions of the weld and performing a linear fit; Determine the rotational stiffness of the welded node according to the steel bar diameter and welding type, and use linear interpolation or normalization correction; Establish a finite element model, input the rotational stiffness parameters of the weld point and simulate the overall deformation of the steel bar component; Output the calculation results to evaluate the impact of the randomness of the weld stiffness on the overall deformation and optimize the design parameters.

9. The method for designing the assembly of bridge reinforcement components according to claim 8 is characterized by: The cross-sectional dimensions of the welded joints after the specimens were destroyed were measured, and the cross-sectional area A was calculated. The cross-sectional area A was linearly fitted with the welded joint rotational stiffness Rx. The fitting relationship formula is: ； in, and is the fitting constant, which is obtained through experimental data statistics and Gaussian distribution fitting.

10. The method for designing the assembly of bridge reinforcement components according to claim 8 is characterized by: If the steel bar diameter is within the experimental study range, the test data or normalized and corrected parameters are directly referenced; if it is not within the range, the rotational stiffness is determined by linear interpolation; If the welding type is CO2 gas shielded welding, the test data is used directly; If the welding type is different, corrections are made based on the relationship between the weld stiffness and the cross-sectional area of ​​the weld; The steps to build a finite element model include: Organize the information of welded steel bar parts; Determine whether the steel bar diameter falls within the test study range; If it belongs to , then directly take the value; if it does not belong to , then use linear interpolation; Determine whether the welding type is CO2 gas shielded welding; Build numerical models and calculate deformations; The Monte Carlo random sampling method is used to generate multiple samples to evaluate the effect of the randomness of the weld stiffness on the overall deformation, and the design parameters are optimized based on the finite element model output results.

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