Auto-parametric resonance of a continuous-beam-bridge model under two-point periodic excitation:an experimental investigation and stability analysis

The auto-parametric resonance of a continuous-beam bridge model subjected to a two-point periodic excitation is experimentally and numerically investigated in this study.An auto-parametric resonance experiment of the test model is conducted to observe and measure the auto-parametric resonance of a continuous beam under a two-point excitation on columns.The parametric vibration equation is established for the test model using the finite-element method.The auto-parametric resonance stability of the structure is analyzed by using Newmark's method and the energy-growth exponent method.The effects of the phase difference of the two-point excitation on the stability boundaries of auto-parametric resonance are studied for the test model.Compared with the experiment,the numerical instability predictions of auto-parametric resonance are consistent with the test phenomena,and the numerical stability boundaries of auto-parametric resonance agree with the experimental ones.For a continuous beam bridge,when the ratio of multipoint excitation frequency(applied to the columns)to natural frequency of the continuous girder is approximately equal to 2,the continuous beam may undergo a strong auto-parametric resonance.Combined with the present experiment and analysis,a hypothesis of Volgograd Bridge's serpentine vibration is discussed.

Dynamic characteristics of multi-span spinning beams with elastic constraints under an axial compressive force

A theoretical model for the multi-span spinning beams with elastic constraints under an axial compressive force is proposed.The displacement and bending angle functions are represented through an improved Fourier series,which ensures the continuity of the derivative at the boundary and enhances the convergence.The exact characteristic equations of the multi-span spinning beams with elastic constraints under an axial compressive force are derived by the Lagrange equation.The efficiency and accuracy of the present method are validated in comparison with the finite element method(FEM)and other methods.The effects of the boundary spring stiffness,the number of spans,the spinning velocity,and the axial compressive force on the dynamic characteristics of the multi-span spinning beams are studied.The results show that the present method can freely simulate any boundary constraints without modifying the solution process.The elastic range of linear springs is larger than that of torsion springs,and it is not affected by the number of spans.With an increase in the axial compressive force,the attenuation rate of the natural frequency of a spinning beam with a large number of spans becomes larger,while the attenuation rate with an elastic boundary is lower than that under a classic simply supported boundary.

Ultimate negative bending-moment capacity of outer-plated steel-concrete continuous composite beams

Static load tests and bearing capacity analyses are carried out for two outer-plated steel-concrete continuous composite beams. The load-deflection curve and the load-strain curve of specimens are obtained and analyzed. The test results indicate that effective cooperation can be achieved by the shearresistant connection between the reinforcement in the negative moment area and the outer-plated steel beam, and the overall working performance of the composite beams is favorable. At the load-bearing limiting state, the plastic strain on the maximum negative and positive moment section becomes fully developed so as to form relatively ideal plastic hinges. With the increase in the reinforcement ratio, the moment-carrying capacity of the composite beams improves significantly, but the ductility of the beams and the rotation ability of the plastic hinges decrease. The formulae for calculating the limit bending capacity in the negative moment area of outer-plated steel-concrete composite beams are proposed based on the test data. The calculated results agree well with the test results.

Fluid Flow and Solidification Simulation in Beam Blank Continuous Casting Process With 3D Coupled Model

Based on turbulent theory, a 3D coupled model of fluid flow and solidification was built using finite difference method and used to study the influence of superheating degree and casting speed on fluid flow and solidification, analyze the interaction between shell and molten steel, and compare the temperature distribution under different technological conditions. The results indicate that high superheating degree can lengthen the liquid-core depth and make the crack and breakout possible, so suitable superheating should be controlled within 35℃ according to the simulation results. Casting speed which is one of the most important technological parameters of improving production rate, should be controlled between 0. 85 m/min and 1.05 m/min and the caster has great potential in the improvement of blank quality.

NUMERICAL SIMULATION OF THE THERMO-MECHANICAL PROCESS FOR BEAM BLANK CONTINUOUS CASTING

The aim of this study was to simulate the solidification process of beam blank continuous casting, and then find the reasons for the typical defects of the beam blank. A two-dimensional transient coupled finite element model has been developed to compute the temperature and stress profile in beam blank continuous casting. The enthalpy method was used in the heat conduction equation. The thermo-mechanical property in the mushy zone was taken into consideration in this calculation. It is shown that at the mold exit the thickness of the shell had its maximum value at the flange tip and its minimum value at the fillet. The temperature had a great fluctuation on the surface of the beam blank in the secondary cooling zone. At the unbending point, the surface temperature of the web was in the brittleness temperature range under the present condition. To ensure the quality, it is necessary to weaken the intensity of secondary cooling. At the mold exit the equivalent stress and strain have higher values at the flange tip and at the web. From the spray 1 to the unbending point, the maximum values of stress and strain gradually moved to the internal section of the flange tip and the web. However, whenever, there were bigger stress and strain values near the flange tip and the web than in the other parts, it must be very easy to generate cracks at those positions. Now, online verification of this simulation has been developed, which has proved to be very useful and efficient to instruct the practical production of beam blank continuous casting.

THEORETICAL MODEL ON INTERFACE FAILURE MECHANISM OF REINFORCED CONCRETE CONTINUOUS BEAM STRENGTHENED BY FRP

Fiber reinforced polymer （FRP） composites are increasingly being used for the re-pair and strengthening of deteriorated concrete structural components through adhesive bonding of prefabricated strips/plates and the wet lay-up of fabric. Interfacial bond failure modes have attracted the attention of researchers because of the importance. The objective of the present study is to analyse the interface failure mechanism of reinforced concrete continuous beam strength-ened by FRP. An analytical solution has been firstly presented to predict the entire debonding process of the model. The realistic bi-linear bond-slip interfacial law was adopted to study this problem. The crack propagation process of the loaded model was divided into four stages （elastic,elastic-softening,elastic-softening-debonded and softening-debonded stage）. Among them,elastic-softening-debonded stage has four sub-stages. The equations are solved by adding suitable stress and displacement boundary conditions. Finally,critical value of bond length is determined to make the failure mechanism in the paper effective by solving the simultaneously linear algebraic equations. The interaction between the upper and lower FRP plates can be neglected if axial stiffness ratio of the concrete-to-plate prism is large enough.

Impact coefficient and reliability of mid-span continuous beam bridge under action of extra heavy vehicle with low speed

To analyze the dynamic response and reliability of a continuous beam bridge under the action of an extra heavy vehicle, a vehicle–bridge coupled vibration model was established based on the virtual work principle and vehicle–bridge displacement compatibility equation, which can accurately simulate the dynamic characteristics of the vehicle and bridge. Results show that deck roughness has an important function in the effect of the vehicle on the bridge. When an extra heavy vehicle passes through the continuous beam bridge at a low speed of 5 km/h, the impact coefficient reaches a high value, which should not be disregarded in bridge safety assessments. Considering that no specific law exists between the impact coefficient and vehicle speed, vehicle speed should not be unduly limited and deck roughness repairing should be paid considerable attention. Deck roughness has a significant influence on the reliability index, which decreases as deck roughness increases. For the continuous beam bridge in this work, the reliability index of each control section is greater than the minimum reliability index. No reinforcement measures are required for over-sized transport.

Structural Behavior of Continuous Prestressed Steel Fiber Reinforced High Strength Concrete Beam

The flexural behaviors of continuous fully and partially prestressed steel fiber reinforced high strength concrete beams are studied by experiment and nonlinear finite element analysis. Three levels of partial prestress ratio （PPR） are considered, and three pairs of two-span continuous beams with box sections varying in size are designed. The major parameters involved in the study include the PPR and the fiber location. It is concluded that the prestressed high strength concrete beam exhibits satisfactory ductility; the influences of steel fiber on the crack behaviors for partially prestressed beams are not as obvious as those for fully prestressed ones; steel fibers can improve the structural stiffness after cracking for fully prestressed high strength concrete beams; the moment redistribution from mid-span to intermediate support in the first stage should be mainly considered in practical design.

EFFECT OF SUBMERGED ENTRY NOZZLE (SEN) PARAMETERS AND SHAPE ON 3-D FLUID FLOW IN MOULD FOR BEAM BLANK CONTINUOUS CASTING

According to turbulent theory and characteristics of beam blank continuous casting, 3-D model to represent the flow of beam blank mould is established. The predicted results indicate that the exit obliquity of up 15°(+15°) should be adopted, which will benefit the floatation of non-metallic inclusion and purification of the molten steel. When the nozzle angle is 120°, the flow pattern is reasonable. Proper nozzle depth can be 200mm. Turbulent kinetic of meniscus can be reduced by adopting the square nozzle and suitable area of side outlet when casting speed increases. The results are consistent with those of water model experiment, so the model is exact and reasonable. The model can provide important information for design of SEN and defining of immersion depth.

Analysis on plastic properties of reactive powder concrete continuous beams reinforced with GFRP bars

To study the plastic properties of reactive powder concrete continuous beams reinforced with GFRP bars,the calculation programs for moment redistribution coefficients are prepared by using nonlinear analysis methods such as moment-curvature,conjugate beam method and so on. By comparing the test results of existed FRP bars reinforced concrete continuous beams with simulation results,the accuracy of the calculation program is verified. Then 18 simulated GFRP bars reinforced reactive powder concrete continuous beams are selected whose change parameters are reinforcement ratio of mid-span and middle support. Through the nonlinear analysis of simulated beams,moment redistribution coefficients under mid-span concentrated loads,one-third point loads and uniformly distributed loads are obtained respectively. Thus the formula of moment redistribution coefficients is obtained by fitting moment redistribution coefficients and factors. The results show that the reactive powder concrete continuous beams reinforced with GFRP bars have good plastic properties.

Damage assessment of a continuous beam bridge based on the strain mode

Based on the method of strain mode, damage identification of continuous beam bridges by comparing the variance of several curves of strain modes difference is studied. Three cases of numerical simulation demonstrate that the proposed method is applicable to detecting many a damage in a continuous beam bridge, which accurately identifies the damaged positions of the bridge, and detects the damage severity of an element by its according peak value of the curve of strain modes difference that is found to increase with the increasing damage severity.

Distribution of Reinforcement in Tensile Flanges of Concrete T-shape Continuous Beam

In this paper the analysis of tensile stress distribution in flexural continuous T- beam has been presented. The observed damages in carrying deck of RC bridge over the Wieprz River in Baranow indicate that over pillar zones are not protected enough. The results of numerical analysis have shown that tensile stress in T- section beam appears not only in a web but in flanges as well. Thus reinforcing bars should be distributed within the whole effective width. This fact is mentioned in building codes, for example, in Eurocode 2： ＂Design of concrete structures＂, both in part 1.1 ＂General rules and rules for building＂ and in part 2 ＂Reinforced and prestressed concrete bridges＂, but there are not detailed rules how to place the bars in flanges of T-section.

Longitudinal force in continuously welded rail on long-span tied arch continuous bridge carrying multiple tracks

Considering arch rib, lateral brace, suspender, girder, pier and track position, the model for the interaction between long-span tied arch continuous bridge and multiple tracks was established by using steel-concrete composite section beam element to simulate concrete-filled steel tube(CFST) arch rib, using the beam element with rigid arm to simulate the prestressed concrete girder and using nonlinear bar element to simulate longitudinal constraint between track and bridge. Taking a(77+3×156.8+77) m tied arch continuous bridge with four tracks on the Harbin-Qiqihar Passenger Dedicated Line as an example, the arrangement of continuously welded rail(CWR) was explored. The longitudinal force in CWR on the tied arch continuous bridge, the pier top horizontal force and torque due to the unbalance load case, were analyzed under the action of temperature, vertical live load, train braking and wind load.Studies show that, it can significantly reduce track displacement to set the track expansion devices at main span arch springing on both sides; the track stress due to arch temperature variation can reach 40.8 MPa; the track stress, pier top horizontal force and torque are related to the number of loaded tracks and train running direction, and the bending force applied to unloaded track is close to the loaded track, while the braking force applied to unloaded track is 1/4 to 1/2 of the loaded track; the longitudinal force of track due to the wind load is up to 12.4 MPa, which should be considered.

Longitudinal forces of continuously welded track on high-speed railway cable-stayed bridge considering impact of adjacent bridges

A proven beam-track contact model was used to analyze the track-structure interaction of CWR (continuously welded track) on bridge. Considering the impact of adjacent bridges, the tower-cable-track-beam-pier-pile finite element model of the cable-stayed bridge was established. Taking a bridge group including 40-32m simply-supported beam and (32+80+112)m single-tower cable-stayed bridge and 17-32m simply-supported beam on the Kunming-Shanghai high-speed railway as an example, the characteristics of CWR longitudinal force on the cable-stayed bridge were studied. It is shown that adjacent bridges must be considered in the calculation of the track expansion force and bending force on cable-stayed bridge. When the span amount of adjacent bridges is too numerous, it can be simplified as six spans; the fixed bearing of adjacent simply-supported beams should be placed on the side near the cable-stayed bridge; the track expansion device should be set at the bridge tower to reduce the track force near the bridge abutment.

Applicability of small resistance fastener on long-span continuous bridges of high-speed railway

Ballastless tracks have been widely applied in high-speed railway (HSR). The adaptability research between continuous welded rails (CWR) and long-span bridges of HSR is of great practical engineering significance. Based on the HSR long-span continuous bridges, the integrative spatial finite element model of track-bridge-pier-foundation system was established with the nonlinear spring element simulating the longitudinal resistance between track and bridge. Comparative study on the various additional longitudinal forces of CWR using the common fasteners and small resistance fasteners was carried out. Analysis results indicate that the additional expansion forces and additional rail-breaking forces in long-span ballastless continuous girders can be reduced evidently by 40% 50% after adopting small resistance fasteners, but lead to greater rail broken gap. The small resistance fasteners have little influence on the additional force only caused by vertical load, but can reduce the additional force caused by vertical load combined with braking load by over 10%. Besides, transient analysis method is proved to be more accurate and safe in calculating additional longitudinal forces when the train running or braking on the bridge, compared with the traditional static method.

Numerical Calculation of Dynamic Response for Multi-Span Non-Uniform Beam Subjected to Moving Mass with Friction

In order to simulate the coupling vibration of a vehicle or train moves on a multi-span continuous bridge with non-uniform cross sections, a moving mass model is used according to the Finite Element Method, the effect of the inertial force, Coriolis force and centrifugal force are considered by means of the additive matrices. For a non-uniform rectangular section beam with both linear and parabolic variable heights in a plane, the stiffness and mass matrices of the beam elements are presented. For a non-uniform box girder, Romberg numerical integral scheme is adopted, each coefficient of the stiffness matrix is obtained by means of a normal numerical computation. By applying these elements to calculate the non-uniform beam, the computational accuracy and efficiency are improved. The finite element method program is worked out and an entire dynamic response process of the beam with non-uniform cross sections subjected to a moving mass is simulated numerically, the results are compared to those previously published for some simple examples. For some complex multi-span bridges subjected to some moving vehicles with changeable velocity and friction, the computational results, which can be regarded as a reference for engineering design and scientific research, are also given simultaneously.

FE Dynamic Analysis Using Moving Support Element on Multi-Span Beams Subjected to Support Motions

In the present study, finite element dynamic analysis or time history analysis of two-span beams subjected to asynchronous multi-support motions is carried out by using the moving support finite element. The elemental equation of the element is based on total displacements and is derived under the concept of the quasi-static displacement decomposition. The use of moving support element shows that the element is very simple and convenient to represent continuous beam moving, deforming and vibrating simultaneously due to support motions. The comparison between the numerical results and analytical solutions indicates that the FE result agrees with the analytical solution.

基于主线不停运的城轨支线独立运营改造方案

研究目的:针对大型铁路枢纽接入已运营轨道交通线路引起的既有线改造问题,为满足铁路枢纽与轨道交通连接线(支线)施工期间主线正常运营不受影响,对改造涉及的运营组织与接轨方案进行系统研究,并对土建、轨道、接触网、环网与动照、信号、综合监控与通信系统等的改造及影响进行深入研究,在统筹考虑实施难度、投资与工期的基础上,提出实施风险最小、技术最合理的改造方案。研究结论:(1)既有高架车站与区间改造影响范围较小且相对可控,可以实现主线正常运营情况下新建独立运营支线工程;(2)为最大程度保障主线运营不受影响,在现有技术水平条件下,应尽量避免在运营天窗期进行各类信号光电缆的割接;(3)支线独立运营方案,应尽量采取措施将新建支线与主线相连、轨道相通,以利于车辆检修与维保,并增加运营的灵活性;(4)桥梁浇筑与平移施工临近既有线,实施阶段应进一步完善工艺衔接与交叉施工统筹,增加既有线安全保障;(5)本研究结论可为类似工程提供参考。

多跨连续梁自由振动的动态有限元分析

利用Timoshenko梁振动微分方程的奇次解,建立了单元任意截面的变形、内力与节点位移的关系,取端点截面的内力得到动态有限元列式。动态有限元具有不依赖网格密度、可准确计算任意阶次的振动频率和振型等特点。利用动态有限元刚度矩阵行列式为0条件,推导出1~4跨等截面等跨径的多跨连续梁频率方程。分析了多跨连续梁的自由振动,结果表明:相应简支梁的频率为多跨连续梁的固有频率、振型经扩展后为多跨连续梁的振型;多跨连续梁的振动有第二频谱现象和梁高振动特征。

风屏障透风率对强风作用下重载铁路刚构-连续梁车桥耦合振动响应的影响

为探究风屏障透风率对强风作用下重载铁路刚构-连续梁车桥耦合振动的影响,先通过节段模型风洞试验获取桥上设置0%,20%,40%,60%和无风屏障5种不同透风率风屏障时车桥系统的三分力系数,再根据弹性系统动力学总势能不变原理建立风-车-桥耦合振动仿真计算分析模型,对不同车速下重载货运列车通过设置不同透风率风屏障刚构-连续梁桥开展风-车-桥系统动力学仿真计算与分析研究。结果表明:在列车上桥初期,桥梁横向位移峰值随透风率的增大而明显减小,而当列车运行趋于满布桥梁时,桥梁的横向位移峰值随透风率的增大变化不明显;列车的动力响应峰值随风屏障透风率的增大而增大,相比于满载编组列车,空载和轻重混编编组列车的动力响应对风屏障透风率的变化更加敏感。综合桥梁动力响应和列车走行安全性评价指标(脱轨系数和轮重减载率),该桥梁应设置40%透风率的风屏障。