Development of local live load truck model for long span bridges based on BWIM data of Seohae cable-stayed bridge

2008 ◽  
Author(s):  
Min-Seok Park ◽  
Chan-Hee Park ◽  
Jungwhee Lee
Keyword(s):  
Live Load ◽  
Long Span Bridges ◽  
Cable Stayed Bridge ◽  
Long Span

The development of live load for long span bridges

2010 ◽  
Vol 6 (1, 2) ◽  
pp. 73-79 ◽  
Author(s):  
A.S. Nowak ◽  
M. Lutomirska ◽  
F.I. Sheikh Ibrahim
Keyword(s):  
Live Load ◽  
Long Span Bridges ◽  
Long Span

The Experimental Analysis of the Nonlinear Effects of Live Load of E-Dong Yangtze River Highway Bridge

2014 ◽  
Vol 587-589 ◽  
pp. 1672-1679
Author(s):  
Hui Ling Chen
Keyword(s):  
Geometric Nonlinearity ◽  
Yangtze River ◽  
Nonlinear Effects ◽  
Highway Bridge ◽  
Live Load ◽  
Load Effect ◽  
Large Span ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
Actual Response

E-dong Yangtze River Highway Bridge is a compound double Tower Double Suspension Cable stayed bridge with a main-span of 926m. it has very distinctive geometric nonlinearity, which features as a long span, a high Tower, a soft construction, etc. in order to analyze how the geometric nonlinearity will affect the live load effect of large-span cable stayed bridge, we adopted the experimental results of the static experiments of the E-dong bridge to do a comparative analysis, during which all the calculation was based on the limited Factor theory. And the results showed that, the nonlinear results fit much better with the actual response of large-span cable stayed bridge, while the linear results produced a big difference.

Effects of the highway live load on the additional forces of the continuously welded rails of a long-span suspension bridge

2021 ◽  
pp. 095440972110619
Author(s):  
Xiangdong Yu ◽  
Nengyu Cheng ◽  
Haiquan Jing
Keyword(s):  
High Speed ◽  
Suspension Bridge ◽  
Additional Stress ◽  
Live Load ◽  
Analysis Model ◽  
Maximum Displacement ◽  
Obvious Effect ◽  
Long Span Bridges ◽  
Long Span ◽  
Track Bridge

High-speed running trains have higher regularity requirements for rail tracks. The track-bridge interaction of long-span bridges for high-speed railways has become a key factor for engineers and researchers in the last decade. However, studies on the track-bridge interaction of long-span bridges are rare because the bridges constructed for high-speed railways are mainly short- or moderate-span bridges, and the effects of the highway live load on the additional forces of continuously welded rails (CWRs) have not been reported. In the present study, the effects of the highway live load on the additional forces of a CWR of a long-span suspension bridge are investigated through numerical simulations. A track-bridge spatial analysis model was established using the principle of the double-layer spring model and the bilinear resistance model. The additional stress and displacement of the rail are calculated, and the effects of the highway live load are analyzed and compared with those without a highway live load. The results show that the highway live load has an obvious effect on the additional forces of a CWR. Under a temperature force, the highway live load increases the maximum tensile stress and compressive stress by 10 and 13%, respectively. Under a bending force, the highway live load increases the maximum compressive rail stress and maximum displacement by 50 and 54%, respectively. Under a rail breaking force, when the highway live load is taken into consideration, the rail displacement at both sides of the broken rail varies by 50 and 42%, respectively. The highway live load must be taken into consideration when calculating the additional forces of rails on highway-railway long-span bridges.

Study on Seismic Response Reduction of a Long-Span Cable-Stayed Bridge by Adding Viscous Dampers at the Different Positions

2011 ◽  
Vol 295-297 ◽  
pp. 2304-2308
Author(s):  
Zi Qi Li ◽  
Yan Yan Fan
Keyword(s):  
Seismic Response ◽  
Transport System ◽  
Seismic Design ◽  
Special Structure ◽  
Viscous Dampers ◽  
Shock Absorption ◽  
Long Span Bridges ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
Important Measure

Bridge is an important part of transport system, especially for the long-span bridges of important route. And it belongs to the lifeline project. It is an important measure for reducing the secondary disaster to ensure bridge’s normality in traffic after the earthquake. Currently, the isolation seismic design of long-span bridges with the special structure is used to reduce damage of bridges by the reason of the earthquake. Based on damping principle of the viscous dampers, the calculation and analysis of what the effect of shock absorption done by damper in decorate position of long-span cable-stayed bridge to structure of bridges are formulated in this paper.

Seismic Reliability of Long-Span Bridges Based on the First Order Reliability Method

2010 ◽  
Vol 163-167 ◽  
pp. 4032-4036
Author(s):  
Bu Yu Jia ◽  
Xiao Lin Yu ◽  
Heng Bin Zheng ◽  
Quan Sheng Yan ◽  
Wei Li
Keyword(s):  
Reliability Analysis ◽  
First Order Reliability Method ◽  
Seismic Reliability ◽  
Long Span Bridges ◽  
First Order ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
Reliability Method ◽  
The Cross ◽  
Excursion Probability

In this paper, first order reliability method (FORM) is generalized to the seismic reliability analysis of long-span bridges and the first excursion probability of a single tower cable-stayed bridge is studied. The seismic motivation is firstly dispersed as a series of random variables. Then the cross velocities on the dispersed time points can be obtained by solving the motivation of the design checking points with FORM. The upper bound of first excursion probability is also obtained by integrating the cross velocities at different time. The results show that the seismic reliability analysis method based on the FORM is feasible and effective to solve the first excursion probability problem. The single tower cable-stayed bridge studied in this paper has a higher reliability under strong seismic.

Design live load model for long span bridges

2013 ◽  
Vol 101 (3) ◽  
pp. 1-8
Author(s):  
Eui-Seung Hwang ◽  
Do-Young Kim ◽  
Jin-Yong Mok
Keyword(s):  
Live Load ◽  
Load Model ◽  
Long Span Bridges ◽  
Long Span ◽  
Live Load Model

Mechanics analysis of long span railroad cable-stayed bridge under effect of vertical loads

2021 ◽  
Author(s):  
Jun-Qing Lei ◽  
Xian-Qing Zhang ◽  
Shu-Lun Guo ◽  
Zu-Wei Huang ◽  
Wu-Qin Wang
Keyword(s):  
Large Scale ◽  
Engineering Application ◽  
Element Model ◽  
Design Parameters ◽  
Live Load ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
Large Scale Analysis ◽  
Calculation Results ◽  
The Finite Element Model

<p>This paper aims to explore the challenge of the design of over one-kilometer-long span road-rail cable-stayed bridge. Because of the large live load and the weight of the structure itself, it has important theoretical significance and engineering application value to study the design parameters of the long Road-Rail cable-stayed bridge with a main span of over 1000 m. The main content of this paper is to study the Steel Road-Rail Cable-stayed Bridge with a main span of 1200 m. The finite element model is established by large-scale analysis software to calculate the response of the structure under load. Based on the calculation results, the rationality of long-span cable-stayed bridge are preliminarily researched. Wind and seismic loads are not considered.</p>

Study on Cable-Stayed Bridge Flutter Active Control by a Single ADM

2011 ◽  
Vol 383-390 ◽  
pp. 5071-5075
Author(s):  
Su Qi ◽  
Xing Xing Chen ◽  
Qing Xu
Keyword(s):  
Wind Speed ◽  
Active Control ◽  
Active Mass ◽  
Vortex Induced Vibration ◽  
Long Span Bridges ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
Excited Vibration ◽  
Active Mass Damper ◽  
Wind Induced Vibration

Wind-induced vibration of long span bridges mainly as flutter, buffeting and vortex induced vibration. Buffeting and vortex-induced vibration will not cause the devastating destruction of the bridge, while the chatter is the elastic system in the air of self-excited vibration, when the vibration system from the air flow in the absorption of energy and the energy is greater than the energy damping When consumed, they cause divergence of the self-excited aerodynamic flutter vibration. If the critical flutter wind speed is less than in the bridge office potential wind speed, the bridge flutter may occur caused devastating damage. According to modern control theory, a theoretical analysis is conducted on the active control of cable-stayed bridge flutter, it is established that the controlled equation of cable-stayed bridge controlled by a single active mass damper and the motion equation of a single AMD to determine the calculation method of the critical flutter velocity under the controlled status of the cable-stayed bridge. An example shows that a single ADM is a good means to prevent the flutter damage of long-span cable-stayed bridges.

Finite element analysis of long-span rail-cum-road cable-stayed bridge subjected to ship collision

2019 ◽  
Vol 22 (11) ◽  
pp. 2530-2542
Author(s):  
Qianhui Pu ◽  
Jingwen Liu ◽  
Hongye Gou ◽  
Yi Bao ◽  
Hongwei Xie
Keyword(s):  
Finite Element Analysis ◽  
Finite Element ◽  
Dynamic Responses ◽  
Maximum Displacement ◽  
Element Analysis ◽  
Long Span Bridges ◽  
Cable Stayed Bridge ◽  
Long Span ◽  
Ship Collision ◽  
Collision Force

Ship collision is rare, yet it leads to serious consequences once it occurs, in particular for long-span bridges. This study investigates dynamic responses of a long-span, rail-cum-road cable-stayed bridge under ship collision through finite element analysis. Three ship tonnages were investigated, which are 3000, 5000, and 8000 t, respectively. The displacement, velocity, and acceleration of the bridge under ship collision are analyzed. The collision process is simulated in two explicit steps to improve the computational efficiency. First, the collision force is determined through a collision simulation of the ship to a rigid body that simulates the massive bridge pier. The collision force is then applied to the bridge to analyze the dynamic responses of the bridge. The simulation results of the collision force are compared with four different design codes. Analysis results from different codes show significant discrepancies, demonstrating lack of reliability of the formula recommended by the codes. The results indicate that the maximum displacement and acceleration occur at the top of the bridge pylon. The bridge’s responses under ship collision decrease as the collision angle increases from 0° to 20°.

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