scholarly journals Analytical Method to Determine the Dynamic Amplification Factor due to Hanger Cable Rupture of Suspension Bridges

2014 ◽  
Vol 18 (6) ◽  
pp. 301-308
Author(s):  
Hyun Ho Na ◽  
Yuhee Kim ◽  
Soobong Shin
Keyword(s):  
Analytical Method ◽  
Amplification Factor ◽  
Suspension Bridges ◽  
Dynamic Amplification Factor ◽  
Dynamic Amplification

Analysis of test blanket module attachments under electromagnetic loads by using a dynamic amplification factor envelope

2018 ◽  
Vol 136 ◽  
pp. 1247-1251
Author(s):  
Raúl Muñoz ◽  
Francisco J. Calvo ◽  
Sergio Sádaba ◽  
Ana M. Gil ◽  
Javier Rodríguez ◽  
...  
Keyword(s):  
Amplification Factor ◽  
Dynamic Amplification Factor ◽  
Dynamic Amplification

scholarly journals A Study on Dynamic Amplification Factor and Structure Parameter of Bridge Deck Pavement Based on Bridge Deck Pavement Roughness

2018 ◽  
Vol 2018 ◽  
pp. 1-8
Author(s):  
Fei Han ◽  
Dan-hui Dan ◽  
Hu Wang
Keyword(s):  
Bridge Deck ◽  
Amplification Factor ◽  
Amplification Coefficient ◽  
Dynamic Amplification Factor ◽  
Vibration Load ◽  
Pavement Roughness ◽  
Composite Bridge ◽  
Dynamic Amplification ◽  
Cushion Layer ◽  
Bridge Deck Pavement

In order to study the coupled influence of deck pavement roughness and velocity on dynamic amplification factor, a 2-DOF 1/4 vehicle model is employed to establish the vehicle-bridge-coupled vibration system. The random dynamic load of running vehicle simulated by software MATLAB is applied on bridge deck pavement (BDP) through ANSYS software. Besides, the influence of BDP parameters on control stress under static load and random vibration load is analyzed. The results show that if the surface of BDP is smooth, the dynamic magnification coefficient would first increase and then decrease with increasing of vehicle velocity and reach its maximum value when v = 20 m/s; if the surface of BDP is rough, the maximal and minimum values of the dynamic amplification coefficient (DAC) occur, respectively, when the velocity reaches 10 m/s and 15 m/s. For a composite bridge deck with the cushion layer, the thickness of asphalt pavement should be not too thick or thin and better to be controlled for about 10 cm; with the increasing of cushion layer thickness, the control stress of deck pavement is all decreased and show similar change regularity under effect of different loads. In view of self-weight of structure, the thickness of the cushion layer is recommended to be controlled for about 4 cm.

scholarly journals Validation of the Dynamic Amplification Factor in Case of Historic Railway Steel Bridges with Short and Medium Spans

2016 ◽  
Vol 156 ◽  
pp. 233-240
Author(s):  
Martin Mensinger ◽  
Reza Rahbari Fard ◽  
Andreas Hacker ◽  
Andreas Näßl
Keyword(s):  
Amplification Factor ◽  
Steel Bridges ◽  
Dynamic Amplification Factor ◽  
Dynamic Amplification

Dynamic Response of High Steep Rock Slopes Based on Wenchuan Near-Field Seismic Motion Characteristics

2010 ◽  
Vol 168-170 ◽  
pp. 1090-1097
Author(s):  
Shi Guo Xiao ◽  
Wen Kai Feng
Keyword(s):  
Numerical Analysis ◽  
Dynamic Response ◽  
Amplification Factor ◽  
Near Field ◽  
Seismic Load ◽  
Rock Slopes ◽  
Dynamic Amplification Factor ◽  
Seismic Motion ◽  
Dynamic Amplification ◽  
Motion Characteristics

Near-field seismic motion characteristics are analyzed in accordance with records of the 2008 Ms8.0 Wenchuan Earthquake measured at Wolong Station, upon which the determination of seismic load is introduced. Dynamic response features, such as acceleration, displacement and stress, of high steep rock slopes on the banks of Zipingpu Reservoir at a variety of locations resulting from horizontal seismic force are analyzed with a numerical analysis routine. The dynamic amplification factor on the slope top is determined, leading to a characterization of the mode of failure of the high steep slope. Analyses show that the dynamic amplification factor at the top of the slopes is about 1.34; however, dynamic response deformation features and stress state at different positions on the slope vary. Earthquake damage of the high steep rock slopes consists mainly of partial avalanche of the rock mass at the top of the slopes by joint cutting. Field investigations after the earthquake have partially confirmed the numerical analysis results presented in this paper.

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