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1.
Interaction of bridge structures with the adjacent embankment fills and pile foundations is generally responsible for response modification of the system to strong ground excitations, to a degree that depends on soil compliance, support conditions, and soil mass mobilized in dynamic response. This paper presents a general modeling and assessment procedure specifically targeted for simulation of the dynamic response of short bridges such as highway overcrossings, where the embankment soil–structure interaction is the most prevalent. From previous studies it has been shown that in this type of interaction, seismic displacement demands are magnified in the critical bridge components such as the central piers. This issue is of particular relevance not only in new design but also in the assessment of the existing infrastructure. Among a wide range of issues relevant to soil–structure interaction, typical highway overcrossings that have flexible abutments supported on earth embankments were investigated extensively in the paper. Simulation procedures are proposed for consideration of bridge‐embankment interaction effects in practical analysis of these structures for estimation of their seismic performance. Results are extrapolated after extensive parametric studies and are used to extract ready‐to‐use, general, and parameterized capacity curves for a wide range of possible material properties and geometric characteristics of the bridge‐embankment assembly. Using two instrumented highway overpasses as benchmark examples, the capacity curves estimated using the proposed practical procedures are correlated successfully with the results of explicit incremental dynamic analysis, verifying the applicability of the simple tools developed herein, in seismic assessment of existing short bridges. Copyright © 2009 John Wiley & Sons, Ltd. 相似文献
2.
Seismic performance and dynamic response of bridge–embankments during strong or moderate ground excitations are investigated through finite element (FE) modelling and detailed dynamic analysis. Previous research studies have established that bridge–embankments exhibit increasingly flexible performance under high‐shear deformation levels and that soil displacements at bridge abutment supports may be significant particularly in the transverse direction. The 2D equation of motion is solved for the embankment, in order to evaluate the dynamic characteristics and to describe explicitly the seismic performance and dynamic response under transverse excitations accounting for soil nonlinearities, soil–structure interaction and imposed boundary conditions (BCs). Using the proposed model, equivalent elastic analysis was performed so as to evaluate the dynamic response of approach embankments while accounting for soil–structure interaction. The analytical procedures were applied in the case of a well‐documented bridge with monolithic supports (Painter Street Overcrossing, PSO) which had been instrumented and embankment participation was identified from its response records after the 1971 San Fernando earthquake. The dynamic characteristics and dynamic response of the PSO embankments were evaluated for alternative BCs accounting for soil–structure interaction. Explicit expressions for the evaluation of the critical embankment length Lc are provided in order to quantify soil contribution to the overall bridge system under strong intensity ground excitations. The dynamic response of the entire bridge system (deck–abutments–embankments) was also evaluated through simplified models that considered soil–structure interaction. Results obtained from this analysis are correlated with those of detailed 3D FE models and field data with good agreement. Copyright © 2007 John Wiley & Sons, Ltd. 相似文献
3.
Recognizing that soil–structure interaction affects appreciably the earthquake response of highway overcrossings, this paper compares approximate analytical solutions and finite element results to conclude on a simple procedure that allows for the estimation of the kinematic response functions and dynamic stiffnesses of approach embankments. It is shown that the shear‐wedge model yields realistic estimates for the amplification functions of typical embankments and reveals the appropriate levels of dynamic strains which are subsequently used to estimate the stiffness and damping coefficients of embankments. The shear‐wedge model is extended to a two‐dimensional model in order to calculate the transverse static stiffness of an approach embankment loaded at one end. The formulation leads to a sound closed‐form expression for the critical length, Lc, that is the ratio of the transverse static stiffness of an approach embankment and the transverse static stiffness of a unit‐width wedge. It is shown through two case studies that the transverse dynamic stiffness (‘spring’ and ‘dashpot’) of the approach embankment can be estimated with confidence by multiplying the dynamic stiffness of the unit‐width wedge with the critical length, Lc. The paper concludes that the values obtained for the transverse kinematic response function and dynamic stiffness can also be used with confidence to represent the longitudinal kinematic response function and dynamic stiffness, respectively. Copyright © 2002 John Wiley & Sons, Ltd. 相似文献
4.
The dynamic response and seismic performance of bridges may be appreciably affected by numerous contributing factors, with
soil–structure interaction being the dominant exogenous influence. The most familiar form is the so-called soil–pile interaction,
but embankment–abutment interaction is also documented through field observations and analytical investigations, particularly
evident in integral R.C. bridges. Recent studies have shown that this form of interaction may significantly alter the bridge
response and should be taken into account during design and assessment, especially in the case of typical highway overcrossings
that have abutments supported on earth embankments. In light of this emerging problem and in order to facilitate quantitative
estimates of the interaction effects, the question of appropriate modeling and seismic assessment of R.C. integral bridges
is the main object of the present paper. Based on already established procedures to account for soil–structure interaction,
a new approach is proposed to model the contribution of the embankment, the bent and the abutments to the overall bridge response.
Furthermore, the capacity curve of the entire bridge system is evaluated through the implementation of Incremental Dynamic
Analysis (IDA), therefore allowing for seismic assessment of the complex superstructure–foundation system with well established
displacement based procedures. Using as a benchmark case two typical instrumented U.S. highway bridges located in California,
the proposed method is implemented and provided results from this analysis are correlated successfully with available field
data. Results obtained from the analysis indicate excessive displacement demands for the entire bridge–embankment system owing
to the embankment contribution and the soil degradation under increasing shear strains. Furthermore, seismic performance is
strongly related to the central bent deformation capacity, with soil–pile interaction effects being of critical importance. 相似文献
5.
This paper presents a three-dimensional (3D) continuum nonlinear analysis of the Meloland Road Overpass (MRO) near El Centro, California. The modeling methodology and the computational tools are discussed in detail. The performance of the computational model is evaluated by comparing the computed responses with the responses recorded at the bridge site during the 1979 Imperial Valley and 2010 El Mayor-Cucapah earthquakes. Amongst the recorded earthquake events at the bridge site, these two events caused the strongest shaking. The comparison shows that the 3D model is potentially an effective tool for detailed analysis of a full bridge system including foundation soils, pile foundations, embankments, supporting columns, and the bridge structure itself in a unified system without relying on any ancillary models such as Winkler springs. Additional response parameters such as displacements, rockings, and bending moments are also evaluated although none of these was measured during the seismic events. 相似文献
6.
《地震工程与结构动力学》2018,47(6):1496-1521
In the context of developing a real‐time seismic damage assessment technique, this paper proposes a simplified model that accounts for abutment stoppers, focusing on the transverse direction. Detailed 3D finite element models of 4 bridges of the Attiki Odos motorway are developed and used as benchmarks to assess its efficiency. The selected bridges vary in length, pier typologies, clearances, and pier‐deck connections. The simplified model entails a SDOF system of a pier, with assemblies of gap elements, lateral and rotational springs, and dashpots (top and bottom), representing the deck, the bearings, the abutment stoppers, and the foundation. The effect of stoppers is initially studied, focusing on the response of the abutment‐embankment system. To shed more light on the role of abutment stoppers, a parametric study is conducted, considering a wide range of clearances. Subsequently, the effect of variabilities in span length and pier height is examined. The simplified method is extended to nonideally symmetric systems and verified against the 3D benchmarks. Finally, the model is modified to account for multicolumn piers. The extended simplified model offers a reasonable prediction of the seismic damage state, reducing significantly the computational cost, and allowing detailed parametric studies. The latter are used to develop nonlinear regression model equations correlating a selected damage index with statistically significant intensity measures. Such equations offer a viable alternative for network‐wide seismic damage assessment as part of a real‐time emergency response framework. A pilot implementation is presented, illustrating the applicability of the proposed methodology. 相似文献
7.
Abutment behavior significantly influences the seismic response of certain bridge structures. Specifically in the case of short bridges with relatively stiff superstructures typical of highway overpasses, embankment mobilization and inelastic behavior of the soil material under high shear deformation levels dominate the response of the bridge and its column bents. This paper investigates the sensitivity of bridge seismic response with respect to three different abutment modeling approaches. The abutment modeling approaches are based on three increasing levels of complexity that attempt to capture the critical components and modes of abutment response without the need to generate continuum models of the embankment, approach, and abutment foundations. Six existing reinforced concrete bridge structures, typical of Ordinary Bridges in California, are selected for the analysis. Nonlinear models of the bridges are developed in OpenSees. Three abutment model types of increasing complexity are developed for each bridge, denoted as roller, simplified, and spring abutments. The roller model contains only single-point constraints. The spring model contains discrete representations of backfill, bearing pad, shear key, and back wall behavior. The simplified model is a compromise between the efficient roller model and the comprehensive spring model. Modal, pushover, and nonlinear dynamic time history analyses are conducted for the six bridges using the three abutment models for each bridge. Comparisons of the analysis results show major differences in mode shapes and periods, ultimate base shear strength, as well as peak displacements of the column top obtained due to dynamic excitation. The adequacy of the three abutment models used in the study to realistically represent all major resistance mechanisms and components of the abutments, including an accurate estimation of their mass, stiffness, and nonlinear hysteretic behavior, is evaluated. Recommendations for abutment modeling are made. 相似文献
8.
Because of its direct influence on the amount of unfrozen water and on the strength of intergranular ice in a frozen soil, temperature has a significant effect on all aspects of the mechanical behavior of the active layer in which temperature fluctuates above and below 0 °C. Hence seismic responses of engineering structures such as embankment on a sloping ground in permafrost regions exhibit obvious differences with seasonal alternation. To explore the distinctive seismic characteristics of a railway embankment on the sloping ground in permafrost regions, a coupled water-heat-dynamics model is built based on theories of heat transfer, soil moisture dynamics, frozen soil mechanics, soil dynamics, and so on. A well-monitored railway embankment on a sloping ground in Qinghai–Tibet Plateau is taken as an example to simulate seismic responses in four typical seasons in the 25th service year. The numerical results show that seismic acceleration, velocity and displacement responses are significantly different in four typical seasons, and the responses on October 15 are much higher among the four seasons. When the earthquake is over, there are still permanent differential deformations in the embankment and even severe damages on the left slope on October 15. Therefore, this position should be monitored closely and repaired timely to ensure safe operation. In addition, the numerical model and results may be a reference for maintenance, design and study on other embankments in permafrost regions. 相似文献
9.
Konstantinos Mykoniou Christoph Butenweg Britta Holtschoppen Sven Klinkel 《地震工程与结构动力学》2016,45(11):1779-1796
A refined substructure technique in the frequency domain is developed, which permits consideration of the interaction effects among adjacent containers through the supporting deformable soil medium. The tank‐liquid systems are represented by means of mechanical models, whereas discrete springs and dashpots stand for the soil beneath the foundations. The proposed model is employed to assess the responses of adjacent circular, cylindrical tanks for harmonic and seismic excitations over wide range of tank proportions and soil conditions. The influence of the number, spatial arrangement of the containers and their distance on the overall system's behavior is addressed. The results indicate that the cross‐interaction effects can substantially alter the impulsive components of response of each individual element in a tank farm. The degree of this impact is primarily controlled by the tank proportions and the proximity of the predominant natural frequencies of the shell‐liquid‐soil systems and the input seismic motion. The group effects should be not a priori disregarded, unless the tanks are founded on shallow soil deposit overlying very stiff material or bedrock. Copyright © 2016 John Wiley & Sons, Ltd. 相似文献
10.
冲刷造成桩周土体的剥蚀将会削弱土体对桩基的侧向支撑能力,冲刷效应会对桥梁桩基的地震易损性产生影响,因此有必要对冲刷和地震共同作用下桥梁桩基的易损性进行研究。利用SAP2000软件建立三维桥梁有限元模型,通过非线性时程分析得到桥梁桩基地震响应峰值。采用概率性地震需求分析方法,建立不同冲刷深度下桥梁桩基地震易损性模型,在地震易损性函数假设为对数正态分布函数的基础上,通过回归分析得到概率模型中的参数,进而得到不同冲刷深度下桥梁桩基在不同破坏状态所对应的地震易损性曲线,并分析冲刷深度对桩基破坏概率的影响。研究结果表明:随着冲刷深度的增加,桥梁桩基在地震作用下的破坏概率显著增加。 相似文献
11.
This paper presents a response spectrum analysis procedure for the calculation of the maximum structural response to three translational seismic components that may act at any inclination relative to the reference axes of the structure. The formula GCQC3, a generalization of the known CQC3‐rule, incorporates the correlation between the seismic components along the axes of the structure and the intensity disparities between them. Contrary to the CQC3‐rule where a principal seismic component must be vertical, in the GCQC3‐rule all components can have any direction. Besides, the GCQC3‐rule is applicable if we impose restrictions to the maximum inclination and/or intensity of a principal seismic component; in this case two components may be quasi‐horizontal and the third may be quasi‐vertical. This paper demonstrates that the critical responses of the structure, defined as the maximum and minimum responses considering all possible directions of incidence of one seismic component, are given by the square root of the maximum and minimum eigenvalues of the response matrix R , of order 3×3, defined in this paper; the elements of R are established on the basis of the modal responses used in the well‐known CQC‐rule. The critical responses to the three principal seismic components with arbitrary directions in space are easily calculated by combining the eigenvalues of R and the intensities of those components. The ratio rmax/rSRSS between the maximum response and the SRSS response, the latter being the most unfavourable response to the principal seismic components acting along the axes of the structure, is bounded between 1 and √(3γa2/(γa2 + γb2 + γc2)), where γa?γb?γc are the relative intensities of the three seismic components with identical spectral shape. Copyright © 2001 John Wiley & Sons, Ltd. 相似文献
12.
对一维剪切条计算模型进行改进,提出了土石坝非线性地震反应的简化计算方法。首先将坝体沿坝高离散为一系列的具有不同剪切刚度与阻尼比等参数特性的层状体系,建立了各层的振动控制方程及其边值条件,进而采用数学物理方程方法进行了求解,确定了体系的振动特性,并根据振型叠加原理和Duhamel积分确定了坝体地震反应的线弹性解。采用等价线性化方法考虑坝料的动力非线性性质,通过对线弹性地震响应的反复迭代计算,使得各层土的模量和阻尼比与其相应的剪应变水平相协调,确定出与非线性坝体系统相等效的线性解答,并将所得到的地震响应作为非线性地震响应的近似解。最后,以均质坝和心墙坝作为算例进行了具体的数值计算,将所得结果与有限元数值解进行对比分析,论证了所提方法的适用性和合理性。 相似文献
13.
The effects of soil-structure interaction on the seismic response of tall (>100m) steel and reinforced concrete chimneys are described. Detailed models of a 130m high steel chimney and a 150m high reinforced concrete chimney are used as structural models. The foundations are represented as rigid blocks resting on a uniform viscoelastic soil model. Perfect bonding between the foundation and the soil is assumed. Parametric studies of the interaction effects on the magnitude and distribution of bending moments and shear forces include four soil rigidities and two seismic excitations characterized by very different frequency contents. The results obtained indicate strong interaction effects for intermediate and soft soils (Vs500 m/sec). The extent of the interaction effects are highly dependent on the characteristics of the seismic excitation. 相似文献
14.
This study focuses on understanding and evaluating the effect of vehicle bridge interaction (VBI) on the response and fragility of bridges subjected to earthquakes. A comprehensive study on the effect of VBI on bridge seismic performance is conducted, providing metamodels for seismic response and fragility estimates for bridges in the presence of various types of vehicles. For this purpose, the performance of multispan simply supported concrete girder bridges with varying design and geometric parameters is assessed with 3 different types of stationary trucks placed atop them. To delineate the effects of VBI and additional truck mass, the trucks are modeled in 2 different ways—with additional masses and suspension springs (ie, with VBI) and using additional masses only (without VBI). The results provide insight on VBI effects, such as the fact that when bridge and vehicle mode shapes are in‐phase, the component responses increase and vice versa; additionally, the presence of a heavy axle near a bent increases component responses. Sensitivity analyses are also performed to determine the bridge parameters that significantly alter the component responses in the presence of vehicles. Furthermore, differences in component responses and fragilities highlight that modeling vehicles with additional masses alone is not sufficient to model the effect of truck presence on the seismic response of bridges. Finally, this study concludes that depending on the characteristics of the bridge and the vehicle, presence of a vehicle atop the bridge during an earthquake may be either beneficial or detrimental to bridge performance. 相似文献
15.
Masanobu Shinozuka 《地震工程与结构动力学》2012,41(14):2111-2124
This study examines the effect of the angle of seismic incidence θ on the fragility curves of bridges. Although currently, fragility curves of bridges are usually expressed only as a function of intensity measure of ground motion (IM) such as peak ground acceleration, peak ground velocity, or Sa(ω1), in this study they are expressed as a function of IM with θ as a parameter. Lognormal distribution function is used for this purpose with fragility parameters, median cm and standard deviation ζ to be estimated for each value of θ chosen from 0 < θ < 360°. A nonlinear 3D finite element dynamic analysis is performed, and key response values are calculated as demand on the bridge under a set of acceleration time histories with different IM values representing the seismic hazard in Los Angeles area. This method is applied to typical straight reinforced concrete bridges located in California. The results are validated with existing empirical damage data from the 1994 Northridge earthquake. Even though the sample bridges are regular and symmetric with respect to the longitudinal axis, the results indicate that the weakest direction is neither longitudinal nor transverse. Therefore, if the angle of seismic incidence is not considered, the damageability of a bridge can be underestimated depending on the incidence angle of seismic wave. Because a regional highway transportation network is composed of hundreds or even thousands of bridges, its vulnerability can also be underestimated. Hence, it is prudent to use fragility curves taking the incident angle of seismic waves into consideration as developed here when the seismic performance of a highway network is to be analyzed. Copyright © 2012 John Wiley & Sons, Ltd. 相似文献
16.
A phenomenological contact‐element model considering slight non‐uniform contact for pounding analysis of highway bridges under seismic excitations 
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下载免费PDF全文 Impact stiffness is an important parameter of the contact‐element models for the analysis and prediction of the pounding responses of highway bridges subjected to seismic excitations. This paper presents a pounding experiment to investigate the inconsistencies between the theoretical and experimental values of the impact stiffness both for the linear impact model and Kelvin impact model presented in literature. The analysis of the impact acceleration and acoustic emission signals indicates that accelerometer performance and the non‐uniform pounding are two important factors that affect the pounding responses. Based on this observation, a phenomenological contact‐element model is proposed based on the actual contact state of highway bridges during the impact. To evaluate the effectiveness of the proposed impact model, a numerical simulation is subsequently conducted. A comparison of the results indicates that the proposed impact model can effectively predict the pounding responses of highway bridges. Copyright © 2015 John Wiley & Sons, Ltd. 相似文献
17.
The seismic performance of four pile‐supported models is studied for two conditions: (i) transient to full liquefaction condition, i.e. the phase when excess pore pressure gradually increases during the shaking; (ii) full liquefaction condition, i.e. defined as the state where the seismically induced excess pore pressure equalises to the overburden stress. The paper describes two complementary analyses consisting of an experimental investigation, carried out at normal gravity on a shaking table, and a simplified numerical analysis, whereby the soil–structure interaction (SSI) is modelled through non‐linear Winkler springs (commonly known as p–y curves). The effects of liquefaction on the SSI are taken into account by reducing strength and stiffness of the non‐liquefied p–y curves by a factor widely known as p‐multiplier and by using a new set of p–y curves. The seismic performance of each of the four models is evaluated by considering two different criteria: (i) strength criterion expressed in terms of bending moment envelopes along the piles; (ii) damage criterion expressed in terms of maximum global displacement. Comparison between experimental results and numerical predictions shows that the proposed p–y curves have the advantage of better predicting the redistribution of bending moments at deeper elevations as the soil liquefies. Furthermore, the proposed method predicts with reasonable accuracy the displacement demand exhibited by the models at the full liquefaction condition. However, disparities between computed and experimental maximum bending moments (in both transient and full liquefaction conditions) and displacement demands (during transient to liquefaction condition) highlight the need for further studies. Copyright © 2016 The Authors Earthquake Engineering & Structural Dynamics Published by John Wiley & Sons Ltd. 相似文献
18.
Inertial interaction effects on deck isolated bridges 总被引：1，自引：1，他引：0
This work investigates the influence of a flexible foundation on the nonlinear dynamic response of a group of representative deck isolated bridges (24 cases) located on two different soil types. The bridges were analyzed with full 3D models. Inertial soil structure interaction (SSI) effects were studied modeling the flexibility of the foundations with constant springs and dashpots defined at a particular frequency. Kinematic SSI effects were not included. The study was conducted in three stages: first the seismic response of the bridges without deck isolation on rigid supports was obtained, next the response of the bridges with deck isolation, but still on rigid supports was considered; finally analyses were conducted of the bridges with deck isolation and SSI. The results from the three cases were compared. They indicated that for bridges and foundations designed according to the Mexican design criteria inertial interaction effects were not significant. To assess by how much the stiffness of the foundation would have to be reduced (due perhaps to nonlinear soil behavior) a simplified model with 2DOF was used to conduct more parametric studies. The main conclusion is that the reduction in the stiffness would have to be considerable. 相似文献
19.
Highway bridge seismic design: Summary of FHWA/MCEER project on seismic vulnerability of new highway construction 总被引：2，自引：0，他引：2
The Federal Highway Administration (FHWA) sponsored a large, multi-year project conducted by the Multidisciplinary Center
for Earthquake Engineering Research (MCEER) titled “Seismic Vulnerability of New Highway Construction” (MCEER Project 112),
which was completed in 1998. MCEER coordinated the work of many researchers, who performed studies on the seismic design and
vulnerability analysis of highway bridges, tunnels, and retaining structures. Extensive research was conducted to provide
revisions and improvements to current design and detailing approaches and national design specifications for highway bridges.
The program included both analytical and experimental studies, and addressed seismic hazard exposure and ground motion input
for the U.S. highway system; foundation design and soil behavior; structural importance, analysis, and response; structural
design issues and details; and structural design criteria.
Supported by: the Federal Highway Administration under contract number DTFH61-92-C-00112. 相似文献
20.
The responses, re, given by several multicomponent combination rules used in seismic codes for determining peak responses to three ground motion components are evaluated for elastic systems and compared with the critical response rcr; this is defined as the largest response for all possible incident angles of the seismic components and obtained by means of the CQC3‐rule when a principal seismic component is vertical, or the GCQC3‐rule when it departs from the vertical direction. The combination rules examined are the SRSS‐, 30%‐, 40%‐ and IBC‐rules, considering different alternatives for the design horizontal spectrum. Assuming that a principal seismic component is along the vertical direction, the upper and lower bounds of the ratio re/rcr for each combination rule are determined as a function of the spectral intensity ratio of the horizontal seismic components and of the responses to one seismic component acting alternately along each structural axis. Underestimations and overestimations of the critical response are identified for each combination rule and each design spectrum. When a component departs from the vertical direction, the envelopes of the bounds of the ratio re/rcr for each combination rule are calculated, considering all possible values of the spectral intensity ratios. It is shown that the inclination of a principal component with respect to the vertical axis can significantly reduce the values of re/rcr with respect to the case when the component is vertical. Copyright © 2003 John Wiley & Sons, Ltd. 相似文献