## 3 Experimental Analysis of the Bearing Capacity of the Vertical Member
### Experimental Analysis of the Shear Capacity of the Wheel on the Vertical Pole
#### 3.1.4 Finite Element Comparative Analysis of the Shear Capacity of the Wheel on the Vertical Pole  
The wheel model was composed of a vertical pole and a wheel, and a solid model was established according to the actual size. The vertical pole and the wheel were entities, and the weld element system was ignored. The vertical pole and the wheel were made of \(Q235\) steel and cast steel, respectively. As shown in Figure 5, the proximate global size was set to 0.05, and the meshing method was set to Sweep. The wheel and the vertical pole grids were automatically divided. The specific numerical model is shown in Figure 14a. In order to make the simulation consistent with the compression experiment of the wheel disk of the formwork support, the connection at the bottom end of the vertical pole was fixed, to limit the translational and rotational degrees of freedom at the upper and lower ends of the vertical pole. A uniform load was applied by using the loading mould; the load was applied in three conditions, and it was uniformly applied on the edge of the wheel disk (the load areas of the central, side, and corner pole wheel disks were \(1\), \(\frac{3}{4}\), and \(\frac{1}{2}\) circles of the wheel disk, respectively). The load adopted the step-by-step force control loading method. According to the experimental value for the failure of the ultimate shear capacity of the wheel, normal values of the construction load were applied to the wheels under three working conditions, that did not damage the model. The applied loads were 100, 80, and 50 kN for wheels under the central, side, and corner pole conditions, respectively. The stress distribution diagrams of three working conditions under normal working loads were obtained from the numerical simulation, as shown in Figure 14.  
According to the \(FEA\), the stress distribution of the new type of wheel coupler formwork supported the wheel under shear force. According to the results of the ABAQUS calculation, the following conclusions can be drawn:  
Figure 14: Finite element analysis of wheel shear: (**a**) \(FEA\); (**b**) central pole; (**c**) side pole; (**d**) corner pole.  
\begin{table}
\begin{tabular}{c c c c c c c} \hline
**Specimen** & **ZLP-1** & **ZLP-2** & **ZLP-3** & **ZLP-4** & **ZLP-5** & **Average** \\ \hline Ultimate shear capacity/kN & 118.4 & 111.7 & 123.7 & 130.3 & 116.8 & 120.18 \\ Maximum displacement/mm & 5.85 & 5.31 & 6.04 & 5.48 & 5.73 & 5.68 \\ \hline
**Specimen** & **BLP-1** & **BLP-2** & **BLP-3** & **BLP-4** & **BLP-5** & **Average** \\ Ultimate shear capacity/kN & 87.9 & 90.9 & 100.4 & 84.2 & 94.5 & 91.58 \\ Maximum displacement/mm & 4.03 & 4.54 & 4.82 & 3.94 & 4.46 & 4.36 \\ \hline
**Specimen** & **JLP-1** & **JLP-2** & **JLP-3** & **JLP-4** & **JLP-5** & **Average** \\ Ultimate shear capacity/kN & 57.2 & 55.8 & 68.3 & 63.4 & 60.8 & 61.12 \\ Maximum displacement/mm & 5.31 & 4.53 & 5.42 & 5.3 & 4.92 & 5.10 \\ \hline \end{tabular}
\end{table}
Table 3: Ultimate shear capacity under three conditions.  
1. The comparison of the results for the wheel shear capacity of the experiment and the finite element analysis showed that the curve fit was accurate (Figure 15), which verified the accuracy of the finite element model.
2. Regarding stress distribution, when the wheel was subjected to shear force, the area of stress concentration was at the connection between the wheel and the vertical pole. The results of the simulation analysis were consistent with the experimental results. Plastic deformation occurred at the joint due to stress concentration. Therefore, when the wheel was sheared, the area prone to damage was the weld between the wheel and the vertical pole.