Numerical investigation of the dynamic responses of steel-concrete girder bridges subjected to moving vehicular loads

Gao, Qingji; Zhang, Kun; Wang, Tong; Peng, Weikang; Liu, Chengqing

doi:10.1177/0020294020981406

Cited by 6 publications

(3 citation statements)

References 28 publications

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“…The first type of calculation method uses the bridge span as the independent variable to calculate the bridge impact coefficient. Countries that use this method include the former Soviet Union, India, Japan, Italy, Germany, New Zealand, Korea, and Latvia [40]; the corresponding formula is shown in Equation (6), where the only variable L is the bridge span. The second type of calculation method uses the base frequency of the bridge to calculate the impact coefficient of the bridge.…”

Section: Discussionmentioning

confidence: 99%

Numerical Investigation on the Dynamic Performance of Steel–Concrete Composite Continuous Rigid Bridges Subjected to Moving Vehicles

Guo

Wang

Lu³

et al. 2021

Sustainability

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Assembly construction is the main feature of industrialized bridges, and π-shaped section steel–concrete composites that are continuously rigid have been widely used in engineering fields in recent years; however, their dynamic responses and corresponding impact coefficients in positive and negative moment regions need to be further studied. First, considering the interface slip model, we established a finite element model for the π-shaped continuous region section of the steel–concrete composite on the Sutai Expressway Tongfu No. 3 viaduct. Second, the bridge deck unevenness parameters were generated by preparing a MATLAB program with random calculations and were added to the bridge deck as the excitation load along with the vehicle load. Such parameters are defined on the basis of considering the vertical degrees of freedom of the four wheels and of one vehicle rigid body. Finally, we analyzed the displacement or stress impact coefficients as the dynamic response index of the bridge by adjusting the vehicle travel speeds, vehicle weights, interface slip stiffness values, and deck unevenness values. The results show that the change in vehicle travel speed and the change in vehicle load weight have some influence on the change in the dynamic effect of the combined beam, but this change is not significant. Moreover, the unevenness and interface slip strength changes have a large effect on the dynamic effect of the combination beam, which can significantly change the impact coefficient of the combination beam bridge. The worse the unevenness of the bridge deck is, the lower the grade of interface slip for the steel–concrete composite bridges and the higher the impact coefficient. We calculated the recommended impact coefficient values of the steel–concrete composite bridge based on the specifications for various countries, and they range from 1.16 to 1.4; such values are similar to the finite element calculation results.

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Section: Discussionmentioning

confidence: 99%

Numerical Investigation on the Dynamic Performance of Steel–Concrete Composite Continuous Rigid Bridges Subjected to Moving Vehicles

Guo

Wang

Lu³

et al. 2021

Sustainability

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“…In recent years, the fatigue deterioration and damage degree of bridges caused by vehicle overload have accelerated rapidly, seriously affecting the bearing capacity and service life of bridges. In addition, bridge collapse accidents caused by the above factors have also occurred frequently [2,3]. Therefore, it is very important to improve bridge traffic control and accurately evaluate bridge-bearing capacity and remaining life.…”

Section: Introductionmentioning

confidence: 99%

Summary of Research on Highway Bridge Vehicle Force Identification

Yang,

Zhao,

Yao

et al. 2024

Sustainability

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Vehicle force identification is one of the core technical problems to be solved urgently in the management of transportation infrastructure, and it has also been a research hotspot in recent years. To promote the application of vehicle force identification technology on bridges and explore its development direction, the development status of indirect vehicle force identification methods based on bridge response is reviewed during this study. The basic theories of two major methods, including bridge weigh-in-motion (BWIM) and moving force identification (MFI), are described in detail in this study, and then, the key technical principles of bridge force identification are revealed. Secondly, the development status of BWIM in recent years is reviewed from three aspects, including test accuracy, applicability and test efficiency. Combined with a variety of theories, the current status of MFI is analyzed from the establishment of the solution to the equation. Finally, the development direction of an artificial neural network and machine vision technology are prospected in this study. The BP neural network has good self-learning ability and self-adaptive ability, but the algorithm needs to be improved. The identification method based on machine vision represents the current development direction in vehicle force identification, with great potential.

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“…Steel-concrete composite (SCC) and prestressed concrete (PC) box girders (BGs) are commonly used in urban rail transit (see Fig. 1), with the latter used in the vast majority of elevated bridges [1]. Compared to the case of a train running on a normal track at ground level, more noise arises when a train crosses a bridge, which is typically 10 dB or more, with all-steel or SCC bridges generally producing more noise than concrete ones [2][3][4].…”

Section: Introductionmentioning

confidence: 99%

Vibro-acoustic performance of steel–concrete composite and prestressed concrete box girders subjected to train excitations

et al. 2021

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Owning to good mechanical properties, steel–concrete composite (SCC) and prestressed concrete (PC) box girders are the types of elevated structures used most in urban rail transit. However, their vibro-acoustic differences are yet to be explored in depth, while structure-radiated noise is becoming a main concern in noise-sensitive environments. In this work, numerical simulation is used to investigate the vibration and noise characteristics of both types of box girders induced by running trains, and the numerical procedure is verified with data measured from a PC box girder. The mechanism of vibration transmission and vibro-acoustic comparisons between SCC and PC box girders are investigated in detail, revealing that more vibration and noise arise from SCC box girders. The vibration differences between them are around 7.7 dB(A) at the bottom plate, 19.3 dB(A) at the web, and 6.7 dB(A) at the flange, while for structure-radiated noise, the difference is around 5.9 dB(A). Then, potential vibro-acoustic control strategies for SCC box girders are discussed. As the vibro-acoustic responses of two types of girders are dominated by the force transmitted to the bridge deck, track isolation is better than structural enhancement. It is shown that using a floating track slab can make the vibration and noise of an SCC box girder lower than those of a PC box girder. However, structural enhancement for the SCC box girder is extremely limited in effects. The six proposed structural enhancement measures reduce vibration by only 1.1–3.6 dB(A) and noise by up to 1.5 dB(A).

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Numerical investigation of the dynamic responses of steel-concrete girder bridges subjected to moving vehicular loads

Cited by 6 publications

References 28 publications

Numerical Investigation on the Dynamic Performance of Steel–Concrete Composite Continuous Rigid Bridges Subjected to Moving Vehicles

Numerical Investigation on the Dynamic Performance of Steel–Concrete Composite Continuous Rigid Bridges Subjected to Moving Vehicles

Summary of Research on Highway Bridge Vehicle Force Identification

Vibro-acoustic performance of steel–concrete composite and prestressed concrete box girders subjected to train excitations

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