新西海桥的非线性地震响应分析

本文讨论了日本第一座公路钢管混凝土拱桥——主跨230m的新西海桥的非线性地震响应特性。采用三维有限元计算模型,用纤维单元法考虑钢管混凝土的材料非线性,用P-δ效应考虑几何非线性,讨论了在纵桥向地震作用、横桥向地震作用以及纵、横桥两方向同时作用情况下该桥的非线性地震响应特性和抗震性能。计算表明,在纵桥向地震作用时轴力的作用显著,拱脚附近产生的内力较大;而横桥向地震作用时轴力和面外弯矩作用显著,拱脚以及拱肋与桥面连接附近产生的内力较大;横向地震响应远大于纵向地震响应;应考虑纵、横桥向地震力共同作用的影响。     

考虑上部结构影响的山区桥梁支座刚度设计方法研究

为了合理计算山区桥梁支座刚度,针对桥墩高度不相同的特点,考虑上部结构对桥墩顶部的转动约束作用,提出在横桥向可将墩顶视为自由约束,而在纵桥向将墩顶视为定向约束。分别按照地震作用下各墩底剪力和弯矩相等的原则,推导桥梁支座纵、横桥向的刚度设计公式,并给出各桥墩支座的设计方法。为验证方法的正确性,以墩底剪力相等的原则为例,利用OpenSees建立一座墩高不等的5跨连续梁桥模型,并依支座刚度取值不同分三种工况:工况一各桥墩支座刚度相同;工况二按墩顶自由计算各支座的纵、横桥向刚度;工况三按墩顶定向约束计算各支座的纵、横桥向刚度。分别对三种工况下的桥梁结构输入三条地震动记录进行时程分析,考察各桥墩的底部剪力。分析结果表明:工况一各桥墩纵、横桥向的底部剪力均不相同;工况二各桥墩横桥向的底部剪力相同而纵桥向的底部剪力不同;工况三各桥墩纵桥向的底部剪力相同而横桥向的底部剪力不同。上述结果表明在桥梁支座设计时,横桥向桥墩的抗推刚度应按墩顶自由计算,而纵桥向桥墩的抗推刚度应按墩顶为定向约束计算。     

灌浆波纹管装配式桥墩双向地震损伤评价方法

灌浆波纹管连接是装配式墩常用接头连接方式之一,但没有系统研究其受到双向往复荷载作用的整体抗震性能,地震损伤评价方法不够完善。通过双向拟静力试验,研究在双向往复荷载作用状态下灌浆波纹管连接装配式墩的滞回特性变化和破坏模式,讨论了损伤指标构建方法,依据易损性曲线损伤评估了灌浆波纹管装配式墩的抗震性能。结果发现:装配式墩的变形能力和承载能力因双向荷载的耦合效应而急剧下降,装配式墩双向受力损伤状态可以采用Park-Ang值综合反映。在所给加速度情况下,可通过易损性分析得到各装配式墩构件不同损伤状态的超越概率,在峰值加速度一样时,纵桥向损伤状态发生的最大超越概率要比横桥向高。研究结果可以为灌浆波纹管装配式墩双向地震损伤评价提供方法。     

5跨连续中承式钢管混凝土拱桥抗震性能分析

钢管混凝土拱桥由于桥型优美在城市桥梁中得到广泛应用,对某正在设计的5跨连续巾承式钢管混凝土拱桥进行了动力特性和抗震性能分析,根据该桥的结构特点,建立了’该桥的空间有限元分析模型,计算桥梁的自振特性,基于反应谱方法计算了该桥在横向、纵向水平地震反应,计算结果表明：该桥拱肋的面外刚度相对较小,在桥梁振动中首先出现拱肋的面外振动;桥梁的竖向振动表现为拱肋与桥面的整体竖向振动,其基频明显比拱肋面外振动大;主拱肋的轴力由横桥向地震动控制,其他内力由纵桥向地震动控制;地震作用对弯矩的影响较大,故主拱的内力计算应考虑地震力的影响;在设计计算中除常规关键点应作为控制点外,内外拱连接处也应作为控制点。计算结果已为该桥的抗震设计提供了参考。     

基于增量动力分析和纤维模型的矮塔斜拉桥结构抗震性能研究

基于OpenSees软件及其纤维模型的有限元方法,建立了典型矮塔斜拉桥的非线性数值分析模型,分析各构件的抗震性能指标。采用动力增量分析法（即IDA方法）,对结构进行了非线性动力时程分析,分别探讨了在纵桥向和横桥向地震作用下矮塔斜拉桥结构的构件破坏规律。分析了在不同加速度峰值情况下,矮塔斜拉桥主塔和边墩沿高度变化的应变包络图、主梁内力包络图及支座位移包络图。结果表明：与一般斜拉桥性能要求不同,矮塔斜拉桥的主塔可以发生损伤,塔底和边墩墩底为主要控制截面,支座在纵桥向地震组合作用下较易发生破坏,拉索和主梁是不易损伤的构件,主梁内力包络图的分布情况随着地震峰值的增加发生变化。     

大跨度钢管混凝土拱桥非线性抗震性能研究

基于OpenSees平台建立钢管混凝土拱桥动力分析模型,并与Midas Civil模型结果进行比对。通过一条强震记录下的IDA分析,得到钢管混凝土拱桥拱肋横桥向非线性地震性能,比较拱肋采用弹性梁单元和纤维梁单元两种模型的拱脚弯矩时程曲线和拱顶位移时程曲线,分析拱肋关键截面屈服机理,绘制它们的曲率IDA曲线和拱顶位移IDA曲线。研究结果表明:横桥向在强震作用下拱脚和拱顶不一定先屈服,而是在拱肋截面突变或有集中质量连接处,在设计时需重点考虑;随着地震动增大,先是与横撑连接处拱肋首先屈服,然后是拱脚和拱顶位置,最后向整个拱肋扩展,拱肋非线性性能良好,仍有一定的抗震储备能力。     

行波效应对桥梁不同振动控制方法减震效果的影响分析

给出了地震行波输入下大跨度桥梁的主动、半主动和被动控制分析方法,并对1座4跨连续刚构桥梁进行了行波输入下地震反应计算,分析了8种振动控制情况下纵桥向和横桥向地震反应的减震效果。结果表明,行波效应会明显降低该连续刚构桥梁8种振动控制方法的纵桥向地震反应减震效果,最大开关控制算法对纵桥向的减震效果相对最好;最大阻尼力被动控制和最大开关控制算法对横桥向的减震效果相对最好,采用该2种控制方法时行波效应对横桥向总体减震效果影响不大。     

高承台下自由桩长对双薄壁墩连续刚构桥地震响应的影响

为探究高承台下自由桩长对双薄壁墩连续刚构桥地震响应的影响,基于OpenSees程序建立了实桥有限元模型并进行弹塑性时程分析,通过对比不同自由桩长模型的时程曲线、峰值响应及滞回特性,分析了自由桩长对桥梁地震响应的影响。结果表明:自由桩长增加会减小桥梁刚度;地震作用下,随自由桩长增加,主梁、支座及自由桩顶的水平位移增大,且支座位移增幅大于主梁和桩顶的位移增幅,墩底内力及变形减小;地震作用下,桥梁边墩的横桥向曲率大于中墩,矮墩的纵桥向曲率大于高墩,边墩的内肢墩较外肢墩更易遭受破坏。     

无背索斜拉桥主塔受力及抗震性能分析

为探讨主塔横梁对无背索斜拉桥结构的静动力特性影响,以某无背索斜拉桥为原型,采用三维静\,动力有限元计算方法,分析了实心横梁、大空心横梁、小空心横梁与无横梁四种主塔横梁方案的静、动力结构特性。静力计算结果表明:在最不利荷载作用下,四种对比方案中,实心横梁的拉索应力接近安全系数临界值;横梁重量越大,主梁挠度及主塔顺桥向变形值越小,且未设置横梁的方案在长期荷载作用下产生主跨侧的收缩徐变变形值。动力计算结果表明:大空心横梁方案结构横桥向刚度最大塔底轴力最大、横桥向弯矩值最大;无横梁时横桥向剪力最大,且无横梁方案使得主塔刚度较小,阵型易出现主塔横向失稳。综合考虑结构静、动力特性与施工便利性和后期维护,建议该结构采用实心主塔横梁。     

波形钢腹板混凝土箱拱地震响应分析

采用时程分析法,对三向地震动作用下的波形钢腹板混凝土箱拱新型结构的地震特性进行分析,通过与混凝土腹板的混凝土箱拱动力特性和地震响应特点的对比,得出该新型拱圈结构具有较优越的抗震性能。同时,把三向地震作用的结果与在两个主方向(纵桥向和横桥向)同时施加地震动的计算结果进行比较,得到竖向地震动对波形板箱拱地震响应的影响程度。     

南京江心洲大桥主桥的地震反应谱分析

以南京江心洲大桥主桥为研究对象,采用大型有限元分析软件ANSYS建立了该独塔自锚式悬索桥的三维有限元模型,采用子空间迭代法对该桥模型进行了自振特性的分析,在其中考虑了几何非线性的影响。对该桥模型进行模态分析。在此基础上运用反应谱法计算了该桥的纵向、横向、竖向、纵向＋竖向以及横向＋竖向的地震响应,并针对其主要截面位置进行分析。结果表明,横向地震下的塔底应力比纵向、竖向输入下大,竖向地震作用下主梁地震应力要比横向、纵向地震作用下的大,塔顶位移在纵向＋竖向地震动输入时的位移值最大等。研究结果对同类桥型的工程抗震研究具有参考意义。     

Seismic analysis of a curved bridge considering deck‐abutment pounding interaction: an analytical investigation on the post‐impact response

Horizontal curved bridges are very common at intersections and at the changing angle of bridge alignment. Almost in every previous earthquake report, it can be seen that the columns of a curved segment experience torsional damage, and the curved decks are unseated from the abutment support. The main reason behind that phenomenon is the in‐plane deck rotation which results because of the complex dynamic coupling between two longitudinal directional vibrations. The curved decks are susceptible to deck rotation because in a curved segment, the centre of mass and the centre of stiffness generally lie outside the bridge deck and are not located at the same point. The pounding with the abutment often increases the rotational tendency of the deck. In this paper, a classical mechanics‐based approach is adopted to analytically estimate the deck rotation potential of curved bridge considering the deck‐abutment pounding interaction. The deck‐abutment pounding is modelled using non‐smooth techniques considering the Newton's impact law in the normal and Coulomb's friction in the tangential direction. Within the scope of this paper, a parametric study is performed to get the ideal combination of the column and bent arrangement and the gap distance. Copyright © 2016 John Wiley & Sons, Ltd.     

天兴洲公铁两用斜拉桥主梁纵向列车制动振动反应分析

本文对天兴洲公铁两用斜拉桥主梁纵向列车制动的振动反应进行了研究。天兴洲大桥是目前在建的世界上跨度最大的公铁两用斜拉桥,由于具有四线铁路,其主梁在列车制动及行车移动荷载作用下会沿纵向产生大幅振动,因此对其列车制动及行车移动荷载反应进行研究尤为必要。文中,首先根据车辆动力学的原理建立了列车制动动力学模型,获得了列车制动力纵向荷载及在制动过程中列车行走所产生的竖向荷载,并建立制动力传递有限元模型,应用有限元分析软件来获取钢轨上制动力及列车行走时引起的桥梁结构节点上的作用力时程。最后对天兴洲公铁两用斜拉桥主梁纵向列车制动及行车移动荷载的振动反应进行了仿真分析,发现了其主梁纵向列车制动反应具有位移大且速度极小的特点。     

无缝桥抗震性能的对比研究

本文以一座三跨总长60 m的整体桥为案例桥,分别试设计了同跨径的半整体桥、延伸桥面板桥和常规连续梁桥。通过Midas/Civil软件建立四种桥型的有限元模型,并对其进行了E1和E2反应谱分析和时程分析,对比了四种桥型的结构反应峰值（墩顶位移、桥墩及桩基剪力与弯矩、台底位移、桥台桩基剪力与弯矩）。计算结果表明:当桥梁存在15°的斜交角,整体桥、半整体桥在地震动沿平行于桥台长边方向及其垂直方向输入时更不利,而延伸桥面板桥和常规连续梁桥在地震动沿顺桥向和横桥向输入时更不利。四种桥型在地震作用下:整体桥抗震性能最优异,但其台底位移、桥台桩基的剪力和弯矩最大;半整体桥台底位移、桥台桩基的剪力和弯矩最小,其墩顶位移、桥墩及桩基的剪力和弯矩仅比整体桥大;延伸桥面板桥和常规连续梁桥的墩-梁相对位移远大于整体桥和半整体桥,不适用于地震基本烈度高的区域。     

Dynamic response of single span highway bridges

The dynamic response of single span simply supported bridge decks subjected to the passage of vehicles is examined. A modal analysis approach is adopted that is based upon a finite strip idealization of the deck. The vehicle is modelled as a rigid body supported at two points by a suspension idealization that accounts for the effect of tyre stiffness and the frictional nature of real suspension systems. Results are presented for an orthotropic slab deck and a box girder deck that illustrate the effects of (i) the initial precompression of the suspension system as the vehicle enters the span, (ii) the ratio of the vehicle's natural frequency to that of the bridge deck and (iii) a bridge deck surface profile that is not perfectly horizontal.     

Modelling of shear keys in bridge structures under seismic loads

Shear keys are used in the bridge abutments and piers to provide transverse restraints for bridge superstructures. Owing to the relatively small dimensions compared to the main bridge components (girders, piers, abutments, piles), shear keys are normally regarded as secondary component of a bridge structure, and their influences on bridge seismic responses are normally neglected. In reality, shear keys are designed to restrain the lateral displacements of bridge girders, which will affect the transverse response of the bridge deck, thus influence the overall structural responses. To study the influences of shear keys on bridge responses to seismic ground excitations, this paper performs numerical simulations of the seismic responses of a two-span simply-supported bridge model without or with shear keys in the abutments and the central pier. A detailed 3D finite element (FE) model is developed by using the explicit FE code LS-DYNA. The bridge components including bridge girders, piers, abutments, bearings, shear keys and reinforcement bars are included in the model. The non-linear material behaviour including the strain rate effects of concrete and steel rebar are considered. The seismic responses of bridge structures without and with shear keys subjected to bi-axial spatially varying horizontal ground motions are calculated and compared. The failure mode and damage mechanism of shear keys are discussed in detail. Numerical results show that shear keys restrain transverse movements of bridge decks, which influence the torsional–lateral responses of the decks under bi-axial spatially varying ground excitations; neglecting shear keys in bridge response analysis may lead to inaccurate predictions of seismic responses of bridge structures.     

Ambient vibration measurements on a cable-stayed bridge

An extensive programme of full-scale ambient vibration tests has been conducted to measure the dynamic response of a 542 m (centre span of 274 m) cable-stayed bridge—the Quincy Bayview Bridge in Illinois. A microcomputer-based system was used to collect and analyse the ambient vibration data. A total of 25 modal frequencies and associated mode shapes were identified for the deck structure within the frequency range of 0–2 Hz. Also, estimations were made for damping ratios. The experimental data clearly indicated the occurrence of many closely spaced modal frequencies and spatially complicated mode shapes. Most tower modes were found to be associated with the deck modes, implying a considerable interaction between the deck and tower structure. No detectable levels of motion were evident at the foundation support of the pier. The results of the ambient vibration survey were compared to modal frequencies and mode shapes computed using a three-dimensional finite element model of the bridge. For most modes, the analytic and experimental modal frequencies and mode shapes compare quite well, especially for the vertical modes. Based on the findings of this study, a linear elastic finite element model appears to be capable of capturing much of the complex dynamic behaviour of the bridge with very good accuracy, when compared to the low-level dynamic responses induced by ambient wind and traffic excitations.     

Dynamic soil–structure interaction of a single-span bridge

Experimental and analytical studies were conducted to determine dynamic soil–structure interaction characteristics of a single-span, prestressed-concrete bridge with monolithic abutments supported by spread footings. The experimental programme, consisting of harmonic forced vibration excitation of the bridge in the transverse and longitudinal directions, revealed the presence of four modes in the frequency band, 0 to 11 Hz, and the onset of a fifth mode at 14 Hz, the highest frequency attained during the tests. The fundamental mode at 4.7 Hz was the primary longitudinal bending mode of the deck and had a relatively low damping ratio (ζ₁), that was approximately 0.025 of critical. The second and third modes at 6.4 Hz and 8.2 Hz were the primary twisting modes of the deck which involved substantial transverse rocking, transverse translation and torsion of the footings. As expected, the damping ratios associated with these two modes, ζ₂ = 0.035 and ζ₃ = 0.15, were directly related to the relative amounts of deck and footing motion. The fourth mode at 10.6 Hz was the second twisting mode of the deck and involved relatively little motion of the footings and abutment walls, which was consistent with the low damping, ζ₄ = 0.02, observed in this mode. The response data at 14 Hz suggested that the fifth mode beyond this frequency was the second longitudinal bending mode of the deck involving longitudinal translation and bending of the abutment walls. A three-dimensional finite element model of the bridge, with Winkler springs attached to the footings and abutment walls to represent the soil–structure interaction, was able to reproduce the experimental data (natural frequencies, mode shapes and bridge response) reasonably well. Although the stiffnesses assigned to the Winkler springs were based largely on the application of a form of Rayleigh's principle to the experimental data, these stiffnesses were similar to theoretical foundation stiffnesses of the same size footings on a linearly elastic half space and theoretical lateral stiffnesses of a rigid retaining wall against a linearly elastic backfill.     

The eigenvalues of isolated bridges with transverse restraints at the end abutments

This paper examines the eigenvalues of multi‐span seismically isolated bridges in which the transverse displacement of the deck at the end abutments is restricted. With this constraint the deck is fully isolated along the longitudinal direction, whereas along the transverse direction the deck is a simple‐supported beam at the end abutments which enjoys concentrated restoring forces from the isolation bearings at the center piers. For moderate long bridges, the first natural period of the bridge is the first longitudinal period, while the first transverse period is the second period, given that the flexural rigidity of the deck along the transverse direction shortens the isolation period offered by the bearings in that direction. This paper shows that for isolated bridges longer than a certain critical length, the first transverse period becomes longer than the first longitudinal period despite the presence of the flexural rigidity of the deck. This critical length depends on whether the bridge is isolated on elastomeric bearings or on spherical sliding bearings. This result is also predicted with established commercially available numerical codes only when several additional nodes are added along the beam elements which are modeling the deck in‐between the bridge piers. On the other hand, this result cannot be captured with the limiting idealization of a beam on continuous distributed springs (beam on Wrinkler foundation)—a finding that has practical significance in design and system identification studies. Finally, the paper shows that the normalized transverse eigenperiods of any finite‐span deck are self‐similar solutions that can be represented by a single master curve and are independent of the longitudinal isolation period or on whether the deck is supported on elastomeric or spherical sliding bearings. Copyright © 2009 John Wiley & Sons, Ltd.