Shear-flexural cracking strength of RC beams with external vertical prestressing rebars: Theoretical investigation and numerical simulation

This paper presents a semi-theoretical empirical formula to predict the shear-flexural cracking strength of an RC beam enhanced with the external vertical prestressing rebar (EVPR) technique. Besides, nonlinear finite element models (FEM) created by software ABAQUS were used to analyze the effect of crucial parameters on the shear-flexural cracking strength. The parameters involve shear span-to-depth ratio, concrete strength, longitudinal tension reinforcement ratio, initial pulling force and spacing of EVPRs, and the vertical stiffness of the EVPR supports. Results show that the cracking strength increased linearly with the tensile strength of the concrete and the initial pulling force. The small shear span-to-depth ratio was predominantly conducive to the cracking strength. Adequate longitudinal tension rebars contributed to the cracking strength improvement. A reasonable EVPR spacing was recommended to ensure the cracking strength. Greater vertical stiffness of the EVPR supports can ensure higher compressive stress for the RC beam to improve the cracking strength.

The Influence of Track Structure Parameters on the Dynamic Response Sensitivity of Heavy Haul Train-LVT System

Background: In order to study the applicability of Low Vibration Track (LVT) in heavy-haul railway tunnels, this paper carried out research on the dynamic effects of LVT heavy-haul railway wheels and rails and provided a technical reference for the structural design of heavy-haul railway track structures. Methods: Based on system dynamics response sensitivity and vehicle-track coupling dynamics, the stability of the upper heavy-haul train, the track deformation tendency, and the dynamic response sensitivity of the vehicle-track system under the influence of random track irregularity and different track structure parameters were calculated, compared and analyzed. Results: Larger under-rail lateral and vertical structural stiffness can reduce the dynamic response of the rail system. The vertical and lateral stiffness under the block should be set within a reasonable range to achieve the purpose of reducing the dynamic response of the system, and beyond a certain range, the dynamic response of the rail system will increase significantly, which will affect the safety and stability of train operation. Conclusions: Considering the changes of track vehicle body stability coefficients, the change of deformation control coefficients, and the sensitivity indexes of dynamic performance coefficients to track structure stiffness change, the recommended values of the vertical stiffness under rail, the lateral stiffness under rail, the vertical stiffness under block, and the lateral stiffness under block are, respectively 160 kN/mm, 200 kN/mm, 100 kN/mm, and 200 kN/mm.

Parametric Study of Track Support Structure to Minimize the Occurrence Possibility of Rail Corrugation

Changing the track support structure is an effective method to suppress or eliminate rail corrugation in practical engineering. Rail corrugation on small-radius curves with booted short sleepers is the main research object in the present paper. A relevant finite element model of the wheelset-track system supported by booted short sleepers is built combined with the dynamic analysis of the vehicle-track system. The effects of various parameters of booted short sleeper structure on the wheel–rail friction-induced vibration are investigated by complex eigenvalue analysis. Considering the interaction of multiple parameters in the booted short sleeper structure, the multi-parameter fitting equation forecasting the possibility of rail corrugation is obtained using the least squares algorithm. Results show that wheel–rail friction-induced oscillation is a contributing factor in the formation of rail corrugation. Controlling wheel–rail friction-induced oscillation with a frequency of about 300 Hz is beneficial to suppress the possibility of rail corrugation in sections with booted short sleepers. Lower fastener stiffness or greater vertical fastener damping make it less likely that rail corrugation will occur. Rail corrugation is not generated when the vertical stiffness of the fastener is controlled below 20 MN/m in the booted short sleeper.

Application of Equivalent Simplified Calculation Model of Isolated Structure in Super High-rise Building

In this paper, the application of equivalent simplified calculation model of isolated structure in super high-rise building is studied. In this paper, the characteristics of isolation structures with different height width ratio are analyzed, and the relationship curve between the limit value of height width ratio of isolation structure and the distance of isolation support is established. From the curve, we can estimate the limit height of the isolated structure when the bearing does not produce tensile stress under different seismic intensities. This paper also analyzes the influencing factors of the height width ratio limit, and puts forward the method of increasing the height width ratio limit. In this paper, a vertical stiffness correction model of isolation bearing is proposed. Compared with the shaking table test results and time history analysis, the modified model can truly reflect the mechanical properties of the isolation bearing.

Mapping Relation between Rail and Bridge Deformation Considering Nonlinear Contact of Interlayer

This paper examines the effect of structural deformation on the unit slab-type ballastless track structure of high-speed railway. The principle of stationary potential energy was used to map the relation between girder vertical deformation and rail deformation considering the effect of subgrade boundary conditions and the nonlinear contact of interlayer. The theoretical model was verified by comparing with the finite element analysis and experimental results. The theoretical model was used to analyze the effects of several key parameters on the rail deformation, such as vertical deformation amplitude, elastic modulus of the mortar layer, and vertical stiffness of the fasteners. The results show that the track slabs suffered significant disengagement, which makes the deformation of the track structure at the position of the beam joint tend to be gentle when nonlinear contact between the mortar layer and the track slabs was considered. The track slabs disengagement mainly occurs near the beam joints (the side of the deformed beam). As the deflection amplitude of the girder increases, the track deformation, the fastener forces and the disengagement length of the track slabs are obviously nonlinear. When the vertical stiffness of the fastener and/or the elastic modulus of the mortar layer increase, the fastener force and the track plate disengagement length increase monotonically and nonlinearly, which will adversely affect the life and safety of the track structure.

The Analysis and Compensation of Elastic Unbalance Torque of the Three-axis Air-bearing Simulator

The most important interfering torque of a three-axis air-bearing simulator is the displacement of the center of mass in the gravity field caused by structural elasticity. In order to characterize the torque, a mathematical model of the interference moment was established. Based on the model, it is suggested that the vertical stiffness and horizontal stiffness of the structure should be equal as far as possible during the structural design, and the elastic unbalance moment can be compensated by the vertical offset of the center of mass of the air floating platform relative to the rotation center after the initial attitude leveling. ABAQUS was used to build a simulation model of the air floating platform, and the changes of the structure’s centroid before and after the gravitational field was applied were extracted by software to simulate the centroid deviation caused by the elastic deformation of the structure, which was used as the characterization to conduct discrete optimization of the structure. The optimal structural parameters were obtained. Then the disturbance torque curve and the corresponding initial centroid offset after initial centroid compensation were calculated by mathematical model. The results are of positive guiding significance to the design of three-axis air-bearing simulator.

S2-alar-iliac screw and S1 pedicle screw fixation for the treatment of non-osteoporotic sacral fractures: a finite element study

Background Five different sacral fracture fixation methods were compared using finite element (FE) analysis to study their biomechanical characteristics. Methods Denis type I sacral fractures were created by FE modeling. Five different fixation methods for the posterior pelvic ring were simulated: sacroiliac screw (SIS), lumbopelvic fixation (LPF), transiliac internal fixator (TIFI), S2-alar-iliac (S2AI) screw and S1 pedicle screw fixation (S2AI-S1) and S2AI screw and contralateral S1 pedicle screw fixation (S2AI-CS1). Four different loading methods were implemented in sequence to simulate the force in standing, flexion, right bending and left twisting, respectively. Vertical stiffness, relative displacement and change in relative displacement were recorded and analyzed. Results As predicted by the FE model, the vertical stiffness of the five groups in descending order was S2AI-S1, SIS, S2AI-CS1, LPF and TIFI. In terms of relative displacement, groups S2AI-S1 and S2AI-CS1 displayed a lower mean relative displacement, although group S2AI-CS1 exhibited greater displacement in the upper sacrum than group S2AI-S1. Group SIS displayed a moderate mean relative displacement, although the displacement of the upper sacrum was smaller than the corresponding displacement in group S2AI-CS1, while groups LPF and TIFI displayed larger mean relative displacements. Finally, in terms of change in relative displacement, groups TIFI and LPF displayed the greatest fluctuations in their motion, while groups SIS, S2AI-S1 and S2AI-CS1 displayed smaller fluctuations. Conclusion Compared with SIS, unilateral LPF and TIFI, group S2AI-S1 displayed the greatest biomechanical stability of the Denis type I sacral fracture FE models. When the S1 pedicle screw insertion point on the affected side is damaged, S2AI-CS1 can be used as an appropriate alternative to S2AI-S1.

Dynamic Behavior of a Suspended Steel Space Frame-Glass Composite Floor

This study investigates the dynamic performance of a large-span suspended steel space frame-glass composite floor (SSSF-GCF). Both the ambient vibration and the human-induced vibration of the floor were experimentally measured to identify vertical dynamic characteristics and evaluate vibration serviceability of the floor. Although vertical dynamic characteristics of the floor based on the global simplified finite element (FE) model of the structure agree well with those identified via experimental modal analysis, the global simplified FE model significantly underestimates vertical vibration amplitudes of the floor due to the coupled effect between two layers. Accordingly, an equivalent local FE model of the floor system was proposed and updated via adjusting the vertical stiffness of the interstory hanging pillars. It is shown that the equivalent local FE model can well predict both the dynamic characteristics and human-induced vibration response of the floor. Finally, the effect of the damping ratio on the acceleration response of the floor was numerically demonstrated with the verified local FE model.