Dynamic Response and Long-Term Settlement of a Compacted Loess Embankment under Moving Train Loading

Author(s):  
Rui Wang ◽  
Zhiping Hu ◽  
Jiakuan Ma ◽  
Xiang Ren ◽  
Fangtao Li ◽  
...  
2017 ◽  
Vol 57 (6) ◽  
pp. 1059-1075 ◽  
Author(s):  
Qiang Huang ◽  
Hong-wei Huang ◽  
Bin Ye ◽  
Dong-mei Zhang ◽  
Lin-lin Gu ◽  
...  

2012 ◽  
Vol 525-526 ◽  
pp. 573-576 ◽  
Author(s):  
Yu Ping Cui ◽  
Wei Ze Sun ◽  
Jun Dong ◽  
Fei Dong

Considering the background of vibration engineering of lining structure of subway tunnel with primary defects under moving train loading, and according to the measured information of a dynamic loading spectrum of subway in Beijing, dynamic response of the lining structure with differently primary defects caused by neighboring tunnel construction has been investigated for different cases including one-way and two-way trains in this paper. The results show that the curves of dynamic time history analysis are similar with each other for displacement and stress under different cases with differently primary defects. The peak value of displacement and stress under the case of two-way train is much larger than that under the case of one-way train, and the structure primarily depends on tensile strength of concrete in safety. Under the case of one-way train with primary defects would there be no defect by vibration loads.


2013 ◽  
Vol 671-674 ◽  
pp. 202-208
Author(s):  
Guo Xin Zhang ◽  
Zhong Xia Yuan ◽  
Nai Wang ◽  
Ze Zhong Zhang ◽  
Peng Gao

The problems of compacted loess roadbed utilization are closely related to the characteristics of compacted loess and long-term vehicle loads. According to the characteristics of compacted loess in different degree of compaction, the distribution and deformation change rules of the dynamic stress under dynamic load are studied through the finite element program numerical analysis of vehicle loads roadbed dynamic response. The data is acquired by field test and laboratory experiment. In lighting of the influence of the subgrade deformation by degree of compaction and pavement structures, the influence models are given which are used for estimating the roadbed vertical displacement in different conditions.


2021 ◽  
Author(s):  
Joannes Gullaksen

Abstract The scope of this paper is to provide a method implemented in an application for assessment of dynamic response of free spanning pipelines subjected to combined wave and current loading. The premises for the paper are based on application development within pipeline free span evaluation in a software development project. A brief introduction is provided to the basic hydrodynamic phenomena, principles and parameters for dynamic response of pipeline free spans. The choice of method for static and dynamic span modelling has an influence on calculated modal frequencies and associated stresses. Due to the importance of frequencies and stresses for fatigue and environmental loading calculations, the choice of analysis approach influences the partial safety factor format. The aim of the structural analysis is to provide the necessary input to the calculations of VIV and force model response, and to provide realistic estimations of static loading from functional loads. Environmental flow conditions are implemented in the application, such as steady flow due to current, oscillatory flow due to waves and combined flow due to current and waves. Combined wave and current loading include the long-term current velocity distribution, short-term and long-term description of wave-induced flow velocity amplitude and period of oscillating flow at the pipe level and return period values. Inline and cross-flow vibrations are considered in separate response models. For pipelines and risers, modes are categorized in in-line or cross-flow direction. A force model is also considered for the short-term fatigue damage due to combined current and direct wave actions. Design criteria can be specified for ultimate limit state (ULS) and fatigue limit state (FLS) due to in-line and cross-flow vortex induced vibrations (VIV) and direct wave loading.


Author(s):  
Kensuke Shiomi

Through the 2011 Tohoku Earthquake or the 2016 Kumamoto Earthquake, much larger earthquakes are considered recently in the seismic designs of large steel-frame structures. When structures are exposed by these severe ground motions, partial destructions in the structures, such as damage or fracture of members could happen. Especially, the low cycle fatigue of steel structures because of the repeated load from these long-term ground motions is a serious problem. However, current seismic performance evaluation method based on nonlinear dynamic analysis considers only elastic and plastic deformation of each member, excluding the fracture of members. If this member fracture happens during earthquakes, there is considered to be many effects on the seismic performance, like the changes of the vibration property, the dynamic response and the energy absorbance capacity of structures. Therefore, the fracture of members is preferably taken into account in the seismic performance evaluation for these large earthquakes. This paper proposes the dynamic analysis method for steel-frame structures which can express the member fracture. Dynamic analyses considering and not considering member fracture under the repeated loads supposing the long-term earthquake are conducted to the FEM model of full-scale structure. By comparing each result, the effects of considering member fracture to the seismic performance such as the dynamic response and the energy absorbance capacity are discussed.


Author(s):  
Huihao Mei ◽  
Wuming Leng ◽  
Rusong Nie ◽  
Renpan Tu ◽  
Yafeng Li ◽  
...  

The dynamic response of the subgrade under moving train loads provides information on subgrade settlement prediction, condition evaluation, and so forth. This paper presents the field dynamics tests on the transition subgrade in the Shuo-Huang heavy-haul railway in China. The variation characteristics of the peak dynamic displacements along the track and subgrade slope were analyzed, and the random distribution characteristics of the peak dynamic displacements at the subgrade shoulder were studied. The response characteristics of the subgrade during the train passage were investigated, and the attenuation regularities of vibration along the subgrade slope were identified. The results indicated that the action of the train moving loads on the subgrade has obvious periodicity, and two bogies in the adjacent wagons should be considered as one loading unit. The peak dynamic displacements at the subgrade shoulder obey normal distribution under the repeated loading of the loading unit. The subgrade bed is dramatically influenced by the dynamic loadings of the trains, and the moving train loads have little influence on the part below the subgrade bed. The results of the research provide the basis for the evaluation of instantaneous and long-term dynamic stability of the subgrade and offer guidance for simulating train moving loads in the model test and numerical analysis to study the dynamic response of the subgrade.


2018 ◽  
Vol 79 ◽  
pp. 67-75 ◽  
Author(s):  
Wenbo Yang ◽  
Lingui Li ◽  
Yingchao Shang ◽  
Qixiang Yan ◽  
Yong Fang ◽  
...  

Author(s):  
Zhen Guo ◽  
Luqing Yu ◽  
Lizhong Wang ◽  
S. Bhattacharya ◽  
G. Nikitas ◽  
...  

The dynamic response of the supporting structure is critical for the in-service stability and safety of offshore wind turbines (OWTs). The aim of this paper is to first illustrate the complexity of environmental loads acting on an OWT and reveal the significance of its structural dynamic response for the OWT safety. Second, it is aimed to investigate the long-term performance of the OWT founded on a monopile in dense sand. Therefore, a series of well-scaled model tests have been carried out, in which an innovative balance gear system was proposed and used to apply different types of dynamic loadings on a model OWT. Test results indicated that the natural frequency of the OWT in sand would increase as the number of applied cyclic loading went up, but the increasing rate of the frequency gradually decreases with the strain accumulation of soil around the monopile. This kind of the frequency change of OWT is thought to be dependent on the way how the OWT is cyclically loaded and the shear strain level of soil in the area adjacent to the pile foundation. In this paper, all test results were plotted in a nondimensional manner in order to be scaled up to predict the consequences for prototype OWT in sandy seabed.


2014 ◽  
Vol 501-504 ◽  
pp. 1266-1269 ◽  
Author(s):  
Bei Bei Fan ◽  
Yuan Zhang ◽  
Dong Hua Ruan

In this paper, vibration of a steel truss bridge under moving train and earthquake action is analyzed. The following conclusions are drawn by modal analysis and time-history analysis. 1) Lateral dynamic response of this structure is more obvious under earthquake action and lateral dynamic effect of train running load; 2) seismic response in the directions different from train load is small, and dynamic response becomes larger obviously when they are considered together.


Metals ◽  
2021 ◽  
Vol 11 (11) ◽  
pp. 1681
Author(s):  
Yong Wang ◽  
Song-Tao Ni ◽  
Fa-Wu Yang ◽  
Zhong-Xin Wang ◽  
Hong Zhang ◽  
...  

The stability of open-pit mining is a hot issue in geotechnical engineering. A mining railroad is in operation on the slope where the east exhaust inclined shaft and the east sand injection inclined shaft on the Laohutai Mine are located, and it was necessary to determine whether railroad vibration would have an impact on the safety of the inclined shafts. With this project as the background, the dynamic response of the slope with inside two inclined shafts was conducted under train loading. A three-dimensional numerical model by using PLAXIS 3D was established to analyze the stability of the slope. The results show that the dynamic reaction caused by the full-loaded train is significantly greater than the no-load train. The safety factor of the slope under the dynamic load is 1.201, and the maximum displacement of the slope which occurred in the gravel layer directly beneath the train track is about 5 mm. The acceleration responses of the two inclined shafts are almost consistent. The maximum horizontal and vertical acceleration occur at the epidote weak layer. The acceleration directly below the load increases significantly. Therefore, it can be considered that the slopes are stable under the action of train vibration, and the influence on the two inclined shafts is small and negligible.


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