Analysis of Detection and Monitoring Technology in the Construction and Maintenance of Large Bridges

Currently,there is significant attention placed on the construction,management,and maintenance of large service bridges.Within the realm of bridge maintenance management,the utilization of detection and monitoring technology is indispensable.By employing these technologies,we can effectively identify any structural defects within the bridge,promptly uncover unknown risks,proactively establish maintenance strategies,and prevent the rapid deterioration of bridge conditions.This article aims to explore the advantages of applying bridge monitoring and testing technology and to discuss various methods for implementing detection and monitoring technology throughout the construction,management,and maintenance phases of large bridges.Ultimately,this will contribute to ensuring the safe operation of large bridges.

Development of steel dampers for bridges to allow large displacement through a vertical free mechanism

Isolation bearings and dampers are often installed between piers and superstructures to reduce the seismic responses of bridges under large earthquakes. This paper presents a novel steel damper for bridges. The damper employs steel plates as energy dissipation components, and adopts a vertical free mechanism to achieve a large deformation capacity. Quasi-static tests using displacement-controlled cyclic loading and numerical analyses using a finite element program called ABAQUS are conducted to investigate the behavior of the damper, and a design methodology is proposed based on the tests and numerical analyses. Major conclusions obtained from this study are as follows： （1） the new dampers have stable hysteresis behavior under large displacements; （2） finite element analyses are able to simulate the behavior of the damper with satisfactory accuracy; and （3） simplified design methodology of the damper is effective.

Improved methods for decreasing stresses of concrete slab of large-span through tied-arch composite bridge

Mechanical behavior of concrete slab of large-span through tied-arch composite bridge was investigated by finite element analysis (FEA). Improved methods to decrease concrete stresses were discussed based on comparisons of different deck schemes, construction sequences and measures, and ratios of reinforcement. The results show that the mechanical behavior of concrete slab gets worse with the increase of composite regions between steel beams and concrete slab. The deck scheme with the minimum composite region is recommended on condition that both strength and stiffness of the bridge meet design demands under service loads. Adopting in-situ-place construction method, concrete is suggested to be cast after removing the full-supported frameworks under the bridge. Thus, the axial tensile force of concrete slab caused by the first stage dead load is eliminated. Preloading the bridge before concrete casting and removing the load after the concrete reaching its design strength, the stresses of concrete slab caused by the second stage dead load and live load are further reduced or even eliminated. At last, with a high ratio of reinforcement more than 3%, the concrete stresses decrease obviously.

Sensor placement of long-term health monitoring for large bridges based on the real-time correction of finite element model

The process of optimized placement of long-term health monitoring sensors for large bridges generally begins with finite element models, but there will arise great discrepancies between theoretically-calculated results and actual measurements.Therefore, rectified finite element models need to be rectified by virtue of model rectifying technology. Firstly, the result of construction monitoring and finished state load test is used to real-time modification of finite element model. Subsequently, an accurate finite element model is established. Secondly, the optimizing the layout of sensor with following orthogonality guarantees orthogonal property and linear independence for the measured data. Lastly, the effectiveness and feasibility of method in the paper is tested by real-time modifying finite element model and optimizing the layout of sensor for Nujiang Bridge.

Rolling Fatigue Test of Large-Sized UHPC Member for Cable Stayed Bridge

Recently, research strives to apply Ultra High Performance Concrete (UHPC) to large-sized structures owing to its remarkable mechanical performance and durability compared to normal concrete. The Korea Institute of Construction Technology proposed SuperBridge800, an edge girder type UHPC cable stayed bridge with central span of 800 m, through its detailed design. The bridge is designed to be erected through the connection of precast UHPC segments. The precast UHPC segment is monolithically composed of one ribbed deck slab and edge girders at each side. The connection between the precast segments is achieved by steel bars at the edge girders and by UHPC cast-in-place wet joint at the slab. Despite of the outstanding mechanical performance of UHPC, the fabrication of large-sized members is a difficult task since UHPC hardens faster than normal concrete and requires a special curing process. Therefore, the constructability of large-sized UHPC segment should be secured to achieve SuperBridge800. Besides, the performance of the connection between segments should also be guaranteed, especially in terms of the fatigue performance of the UHPC cast-in-place joint, which constitutes a weak point. To that goal, two half-scaled UHPC segments are manufactured and the constructability is examined by fabricating a large-sized UHPC member connected with respect to the design conditions. This study conducts rolling fatigue test on the so-fabricated large-sized UHPC member. Rolling fatigue test is carried out up to 2 million cycles considering actual vehicle load at each center and quarter points of the member. The test results confirm that the service limit state is satisfied.

Analysis on the Structural Type of Large-span Steel Truss Bridge Spe­cially Designed for Cables

When the installation of cables and pipelines needs to go across rivers,bridges are usually adopted to support the cables and pipelines for crossing the rivers.The measure can make full use of the space resources and have no effect on the flow pattern of rivers.For this reason,analysis on the structural-type design of a large-span steel truss bridge specially used for cables has been performed.The numerical results indicate that the stayed-cable bridge with steel truss beam and concrete main tower has better performance and improved structural type caparisoned with that of the beam and arch bridges,and the construction of the major beam can be without the temporary support.

Bridging large gaps in the injured spinal cord: mechanical and biochemical tissue adaptation

Incidence and consequences of spinal cord injuries： World- wide, every year 250,000-500,000 people suffer from spinal cord injury （SCI; www.who.int, 2013）. Traumatic lesions of the spinal cord lead to primary and secondary injury mechanisms, which result in axon damage, loss of signal conduction, demyelination of axons and long-lasting deficits in motor and sensory func- tion. The extent of the damage and the subsequent functional loss depend on the spinal level and the severity of the primary injury. Furthermore, pathophysiological and pathomorpholog- ical responses in acute and chronic SCI share similar but also different requirements for treatment.

Load Reduction Test Method of Similarity Theory and BP Neural Networks of Large Cranes

Static load tests are an important means of supervising and detecting a crane＇s lift capacity. Due to space restrictions, however, there are difficulties and potential danger when testing large bridge cranes. To solve the loading problems of large-tonnage cranes during testing, an equivalency test is proposed based on the similarity theory and BP neural networks. The maximum stress and displacement of a large bridge crane is tested in small loads, combined with the training neural network of a similar structure crane through stress and displacement data which is collected by a physics simulation progressively loaded to a static load test load within the material scope of work. The maximum stress and displacement of a crane under a static load test load can be predicted through the relationship of stress, displacement, and load. By measuring the stress and displacement of small tonnage weights, the stress and displacement of large loads can be predicted, such as the maximum load capacity, which is 1.25 times the rated capacity. Experimental study shows that the load reduction test method can reflect the lift capacity of large bridge cranes. The load shedding predictive analysis for Sanxia 1200 t bridge crane test data indicates that when the load is 1.25 times the rated lifting capacity, the predicted displacement and actual displacement error is zero. The method solves the problem that lifting capacities are difficult to obtain and testing accidents are easily possible when 1.25 times related weight loads are tested for large tonnage cranes.

The design philosophy and bridge＇s technical innovation of Hong Kong- Zhuhai-Macao Bridge

This article introduces the project overview, construction goal and design philosophy of Hong Kong- Zhuhai-Macao Bridge. Based on large scale, factory production, standardization and assemble line, the innova- tive concept is taken as the general principle for design with the emphasis on description of the new material, new technology, new construction method and new equipment used in the design. The application of innovative technology has provided a solid foundation and favorable guarantee for project quality and design service

Seismic response analysis of continuous rigid frame bridge considering canyon topography effects under incident SV waves

To evaluate the importance of the canyon topography effects on large structures, based on a rigid frame bridge across a 137-m-deep and 600-m-wide canyon, the seismic response of the canyon site is analyzed using a two-dimensional finite element model under different seismic SV waves with the assumptions of vertical incidence and oblique incidence to obtain the ground motions, which are used as the excitation input on the pier foundations of the bridge with improved large mass method. The results indicate that canyon topography has significant influences on the ground motions in terms of inci- dent angle. The peak ground acceleration values vary greatly from the bottom of the canyon to the upper comers. Under ver- tical incident SV waves, at the upper comers of canyon the peak ground accelerations greatly increase; whereas the peak ground accelerations diminish at the bottom comers of canyon. Under oblique incident SV waves, the shaking of the canyon slope perpendicular to the incidence direction is much more severe than that of the opposite side of canyon. And the ground surface has been characterized by larger deformations in the case of oblique incident waves. It is also concluded that the low piers and frame of the continuous rigid frame bridge ape more sensitive to the multi-support seismic excitations than the flexible high piers. The canyon topography as well as the oblique incidence of the waves brings the continuous rigid frame bridge severe responses, which should be taken into account in bridge design.

Research on the special lifting devices for steel box girders of Sutong Bridge

Sutong Bridge is a cable-stayed bridge with a steel box girder and a main span of 1 088 m.The steel box girder of main span includes five portions:back span large unit,large block of pylon,standard girder,back span closure girder and middle span closure girder.Each back span large unit is fabricated by welding several deck segments together in factory,and is erected by floating crane.As navigational clearance of the main bridge is high,the traditional truss lifting device can't satisfy the requirement of domestic lifting cranes for this kind of lifting height and weight.Hence,a kind of lighter lifting device for the erection of back span large units was accepted for this bridge.In this paper,the design and use of this lifting device is introduced.The upper structure used lifting gantry to install the standard girder segment by cantilever method.Because the bridge's navigation clearance is high,and the girder segment is wide and heavy,the meteorology and hydrology condition of the bridge district is abominable,and the requirements of long cable girder side pull-in,structure and performance propose high request to the lifting gantry.In this paper,the design and use key point of long cable pull-in angle adjustment device integrate into lifting gantry is introduced.

Assessment of Turbulence Models on Bridge-Pier Scour Using Flow-3D

The main purpose of this paper is to analyze the influence of different turbulence flow models on scouring pit of bridge-pier. Flow-3D software is applied in line with the purpose. The key motivation for this study is to contribute to the Flow-3D software by means of some modification and adjustment in the sediment scour model and shallow water model. An assessment of turbulence model adopted with the parameters of the Melville experiment to estimate the maximum scour-depth was performed. In the simulation results, the alternate eddy formation and shedding were repeated while the Karman vortex street formed behind the pier for the large eddy simulation LES turbulence model is more realistic in the flow phenomenon. The results of the scour development of large eddy simulation (LES) turbulence model were found to be more satisfied than the Renormalized group (RNG) turbulence model and close to the prior experiment results. The simulated scour results were significantly different with the observed data collected from previous literature in the reason of some unsuitability of meshing method in Flow-3D software.

大倾角钢箱提篮拱桥总体设计

考虑施工技术、经济性和景观效果等方面,陕西蔡家坡渭河特大桥主桥采用(35+210+35) m大倾角钢箱提篮拱桥。该桥采用摩擦摆和环向钢丝绳阻尼支座综合减隔震约束体系,以降低结构的地震响应。拱肋为单室等宽钢箱截面,采用主、副拱肋2条悬链线,主、副拱肋共面,设计为横向内倾20°的大倾角,在提高桥梁景观效果的同时,又有效提高了结构的整体稳定性;拱肋设钢-混结合段连接拱脚与混凝土拱座。桥面系采用自重较轻的正交异性钢桥面板结构。吊杆采用抗拉强度1 860 MPa的环氧柔性钢绞线。基础采用Φ2.5 m的钻孔灌注群桩,以抵抗软弱地质条件下荷载的竖向及水平作用力。该桥总体采用先梁后拱的施工方案。整体及局部有限元分析结果表明,桥梁结构力学性能均满足规范要求,设计安全可靠。

双线大直径输水隧道建设对既有桥梁及桩基的影响分析

为准确分析双线大直径输水隧道下穿对既有桥梁结构的影响,构建桥梁-地层-桩基-盾构隧道高精度数值仿真模型,对桥梁桩基结构及盾构过程进行精细化模拟,结合基于智能算法的土层参数反演模型,获取更接近真实情况的土层参数,以提高数值模拟精度。结果表明:输水隧道盾构开挖引起的地表最大沉降量为15.01 mm,基于反演的地表变形计算结果与实际监测值的误差减少约70%;盾构隧道双线开挖会引起地表二次沉降变形,两条盾构隧道中间区域的地表二次沉降量最大,约占总沉降量的60%,最大二次沉降量为5.06 mm;隧道两侧的桩基受到影响较大,最大位移为10.03 mm,位于桩基顶部,而隧道开挖对桩基内应力分布影响较小,可以认为无影响。

震陷土层变化下变截面单、群桩动力响应差异

为研究地震动作用下震陷土层厚度不同时大直径变截面单桩与群桩基础的动力响应差异,依托厦门第二东通道翔安大桥,通过振动台模型试验,开展震陷土层厚度30、40、50 cm时,单桩与群桩基础桩周土震陷量、桩顶水平位移、桩身加速度及弯矩动力响应差异研究.结果表明:随着震陷层厚度增大,单桩与群桩基础桩周土震陷量、桩顶水平位移、桩身加速度及弯矩均逐渐增大,且加速度及弯矩在变截面处突变;同一震陷层厚度下,群桩基础桩周土震陷量较单桩大,但群桩基础加速度、桩顶水平位移及桩身弯矩均小于单桩.震陷场地桩基础设计时,应着重考虑变截面单桩与群桩动力响应差异,保证桩基础抗震性能.

静风荷载下大跨斜拉桥上无缝线路受力与变形

大跨度斜拉桥在自然风场中易因自身柔度特性发生位移变形。为研究静风荷载作用下大跨斜拉桥上CRTS(China Railway Track System)双块式无砟轨道无缝线路桥梁及轨道结构在空间三向的力学性能分布规律,参照某一四线预应力混凝土斜拉桥工程实例,基于有限元法建立了大跨斜拉桥上无缝线路精细化空间耦合模型,分析了横桥向静风荷载作用下桥梁体系及桥上轨道结构的力学性能。分析结果表明:桥梁及桥上轨道结构三向(应)力最大值基本分布在斜拉桥跨中及边墩附近;各结构三向(应)力中,底座板、桥梁结构纵向应力峰值最大,约为横向应力峰值的8倍,约为竖向应力峰值的7倍、15倍,轨道板结构表现为横向应力峰值最大,且与其余两向应力峰值之间差距较小;各结构三向位移中,横向、竖向位移均在跨中及附近达到最大值,纵向位移在斜拉桥边墩附近达到最大值,其中,横向位移峰值是其余两向位移峰值的20余倍;桥梁两侧构件竖向、纵向位移方向相反,即桥梁表现为静风作用下的倾覆、弯曲倾向。研究成果可为风环境中大跨斜拉桥上线路设计、维护检修以及健康监测提供理论依据。

急性前循环大血管闭塞性脑梗死桥接治疗和单纯机械取栓治疗的临床疗效

目的:比较桥接治疗和单纯机械取栓治疗在急性前循环大血管闭塞性脑梗死中的临床疗效。方法:选取2021年1月—2022年1月南阳市第二人民医院脑血管介入科收治的50例急性前循环大血管闭塞性脑梗死患者作为研究对象,根据手术方案不同,分成桥接组(n=25)和单纯机械取栓组(n=25)。比较血管再通情况、取栓相关指标、神经功能恢复情况、预后情况、并发症发生率。结果:两组患者血管再通情况、血管再通等级比较,差异无统计学意义(Z=-0.623,P>0.05)。两组患者取栓次数和术后再灌注情况比较,差异无统计学意义(t=0.244;χ^(2)=0.095,P>0.05)。手术后,两组患者美国国立卫生研究院卒中量表(NIHSS)、入院时改良Rankin(m RS)评分比较,差异无统计学意义(t=0.034、0.415,P>0.05)。单纯机械取栓组患者并发症发生率情况低于桥接组,差异有统计学意义(χ^(2)=4.153,P<0.05)。结论:手术治疗急性前循环大血管闭塞性脑梗死,选择桥接治疗和单纯机械取栓治疗均有很好的临床疗效,疗效相当。单纯机械取栓能够降低术中出血转化发生率,取得理想预后。

特大跨径拱桥系杆张拉优化技术分析

为提高威海石家河公园大桥这一特大跨径拱桥的结构稳定性,保障拱桥建筑施工质量,研究特大跨径拱桥系杆张拉优化技术分析。威海石家河公园大桥共采用34根吊杆,其中中拱14根吊杆,边拱20根吊杆,考虑系杆张拉顺序对质量的影响,设计2种张拉方案,方案1为先张拉两边吊杆、后张拉中间吊杆;方案2为先张拉中间吊杆、后张拉两边吊杆。采用有限元模拟2种张拉方案在施工时所产生的应力、位移变化,从而选取最佳方案。模拟分析可知:采用方案1张拉时主梁所承受应力更大,且主梁、中拱、边拱的位移明显较大,而采用方案2张拉时,可避免主梁出现严重失稳问题,还可保持较小的拱肋位移;同时方案2稳定安全系数较高,在成桥阶段方案2最大吊杆拉应力为433.0 MPa,处于1860钢绞线的安全承载范围内。可见采用先张拉中间吊杆、后张拉两边吊杆方式可有效实现系杆张拉优化。

铁路桥梁大节段预制胶接拼装简支箱梁施工

随着铁路交通的快速发展,桥梁建设面临着工期缩短、成本控制和质量提升的需求。大节段预制胶接拼装技术作为一种创新方法,通过预制箱梁的大节段装配和胶接方式,有效地提升了施工效率和桥梁质量。本文详细介绍了该技术在某铁路特大桥项目中的应用,包括节段梁的设计、预制、悬挂施工、定位及拼装等关键技术环节。实践证明,采用此技术能显著减少现场作业量,缩短工期,并通过精确的施工控制提高结构的耐久性和安全性。本文旨在通过详细阐述大节段预制胶接拼装简支箱梁的设计与施工过程,为铁路桥梁建设提供创新方法与实践案例,以供业界参考和借鉴。

大跨度钢箱系杆拱桥减隔震措施对比研究

以某跨河大跨度钢箱系杆拱桥为研究对象,研究不同措施下桥梁的减隔震性能。通过“m”法,利用桥梁有限元软件Midas Civil进行动力分析;通过人工合成地震波,采用FDB模型、粘滞阻尼器MAXWELL模型进行模拟,对大跨度钢箱系杆拱桥进行非线性时程分析,对比分析摩擦摆支座、速度锁定器、拉索减震支座的减震效果。研究结果表明:三种减隔震措施下,墩柱所受的轴力差异较小,摩擦摆支座及拉索减震支座所受的剪力、弯矩差异较小,速度锁定器作用下,墩柱所受的剪力及弯矩差异较大。通过对比分析,选用摩擦摆支座能较好地满足工程需求,减震效果良好。