共查询到19条相似文献，搜索用时 453 毫秒
1.
现在(美国)桥梁的设计(包括LRFD)多是针对单个极端荷载,而极端荷载种类和频率的增加使桥梁在设计期内遭受其他极端荷载情况时,很有可能会对桥梁以及人员造成很大的损失。因此,迫切需要对桥梁进行多灾害研究和设计。本文正是基于LRFD桥梁设计的形式,并作为MH-LRFD研究的一部分,主要研究在地震作用、重卡车荷载等极端荷载作用下,基 相似文献
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《世界地震工程》2014,(4)
目前美国的桥梁设计规范在考虑重力荷载和卡车荷载组合时分别采用1.25和1.75的系数,但是当考虑地震荷载作用时,取地震系数1.0,一般不考虑卡车荷载,特殊情况需要考虑时卡车荷载系数为0.5。这说明地震与卡车组合时候,其概率理论的不完备性。基于此,参考文献[16,17]不仅给出了地震和重卡车作用下的组合理论,还给出其共同作用下荷载系数的计算方法。本文的主要目的是用一个典型桥梁实例对求解的荷载系数进行检验。通过有限元软件对采用新的荷载系数的桥墩截面配筋进行重新设计,然后,对新桥进行地震作用下的pushover分析,并与现行LRFD规范的规定值进行对比。结果表明,新的荷载系数能够保证桥梁结构的安全,可以按其设计。 相似文献
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桥梁结构在地震和冰荷载作用下的响应 总被引：2，自引：1，他引：1
柳春光 《地震工程与工程振动》2005,25(5):141-146
本文采用杆系有限元方法,研究了桥墩结构在地震和冰荷载作用下的响应问题。根据桥梁的结构特点,建立其力学模型,考虑柱墩受支座的约束作用,推导了桥墩结构的动力平衡方程,分别研究桥墩结构在地震和冰荷载作用下以及在其共同作用下的响应问题,比较了考虑柱墩受支座的约束作用与不考虑柱墩受支座的约束作用2种情况下桥墩结构的响应问题,为研究桥墩结构在多荷载作用下的响应问题提供理论依据。 相似文献
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针对现行规范对寒区桥梁减隔震设计中仅考虑橡胶支座力学特性受环境温度作用影响,而忽略桥墩混凝土材料特性受温度影响的不足,以高寒地区一座两联3×30 m混凝土连续梁桥为背景,开展不同环境温度下桥墩混凝土材料抗压性能试验,确定温度对其力学参数的影响,基于试验结果对不同环境温度下的桥墩混凝土力学参数进行修正,从而建立不同环境温度下的全桥精细化非线性有限元模型,并基于增量动力分析(IDA)法探究不同环境温度下该桥的地震易损性。结果表明:极端温度引起桥墩混凝土材料参数和支座刚度的改变,使得该桥自振频率随着温度的升高而降低;地震作用下,极端低温时桥墩墩顶位移较常温增大了26.8%,而极端高温时支座位移增大了19.4%;根据现行规范计算的极端低温时支座和桥梁系统的损伤概率偏小,极端高温时结构和构件的损伤概率偏大,在设计中应予以重视;极端低温下桥墩、支座及桥梁系统的损伤概率,较常温分别增大45.0%、35.2%和27.5%,对于高寒地区该类桥梁设计时需考虑低温对其抗震性能的影响。 相似文献
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在地震来临时,一般假设建筑结构同时受到两个正交水平方向分量与一个竖向分量的地震动作用。双向水平地震效应组合方法用于估计两个正交水平分量地震动同时作用时结构的内力效应。本文主要对我国与美国抗震设计规范中规定使用的平方和开平方根（SRSS）方法与百分比组合方法的有效性进行了评估。首先,对比了我国与美国规范在考虑双向水平地震效应时的适用情况及相关规定上的异同。以一4层中心支撑-框架结构为工程案例,考虑两国规范在适用情况上的规定,设置了三个结构布置方案。对三个结构布置方案建立有限元模型,选取22组地震动,开展了动力时程分析。提出了针对SRSS方法与百分比组合方法的评估指标,基于时程分析结果,发展了双向水平地震效应组合的概率性评估方法。评估结果表明:SRSS方法与百分比组合方法用于平面扭转不规则结构的设计较为保守。在简化组合规则的适用条件上,美国规范对平面扭转不规则结构不进行考虑有一定的合理性。建议我国规范对中心支撑-框架结构中含双向受压柱的设计要求考虑双向水平地震效应组合。 相似文献
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核电厂一体化堆顶围筒组件是一体化堆顶组件的主要承力件并提供辐射屏蔽保护。在围筒组件的设计阶段需要对其运行工况进行力学分析,以保证围筒组件在极端事故工况下不发生破坏。本文首先分析了围筒组件的工况和荷载组合。在其中条件最为苛刻的D级工况下,采用反应谱法对围筒组件进行了有限元抗震分析,并计算了其它荷载的作用。结果表明围筒组件的设计满足ASME规范要求。因此,围筒组件能够抵御极端事故工况。 相似文献
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地震作用与其他荷载的组合问题 总被引：1，自引：0，他引：1
裴文瑾 《地震工程与工程振动》1983,(1)
当实际考虑地震对结构的作用时,就要涉及地震作用与其他荷载的组合问题,本文讨论了有关问题并给出求地震作用与其他荷载的组合极值分布的一个方法,可供研究及应用时参考。 当前国际上通用的荷载组合方法有二,即欧洲方法与文义归方法。本文比较了这两种方法,指出了两者之间的联系,并证明在有些情况下前者是后者的特例。 相似文献
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本文在已有研究成果的基础上,根据库伦土压力的计算原理,从滑动土楔处于极限平衡状态时力的平衡条件出发,考虑实际地震中对挡土墙稳定性最不利的情况,推导出了计算黏性土或无黏性土主动土压力的公式。该公式适用于均布荷载作用于挡土墙后任意位置。对地震多发区考虑水平惯性力作用下重力式挡土墙设计中土压力的计算具有一定参考价值。 相似文献
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考虑到波浪力对深水桥墩地震响应和冰振响应的影响,本文基于非线性Morision方程,同时考虑附加质量效应和流固耦合效应,通过建立深水桥墩结构有限元分析模型及动力平衡方程,对深水桥墩结构进行了波浪、冰荷载、地震3种环境激励荷载单独作用下,以及不同组合形式共同作用下的数值分析;进而对计算结果进行了比较,探讨了动水压力对深水桥墩结构响应的影响程度,可为今后深水桥墩抗震以及抗冰设计提供一定的借鉴和参考。 相似文献
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The current AASHTO load and resistance factor design (LRFD) guidelines are formulated based on bridge reliability,which interprets traditional design safety factors into more rigorously deduced factors based on the theory of probability.This is a major advancement in bridge design specifications.However,LRFD is only calibrated for dead and live loads.In cases when extreme loads are significant,they need to be individually assessed.Combining regular loads with extreme loads has been a major challenge,mainly because the extreme loads are time variable and cannot be directly combined with time invariant loads to formulate the probability of structural failure.To overcome these difficulties,this paper suggests a methodology of comprehensive reliability,by introducing the concept of partial failure probability to separate the loads so that each individual load combination under a certain condition can be approximated as time invariant.Based on these conditions,the extreme loads (also referred to as multiple hazard or MH loads) can be broken down into single effects.In this paper,a further breakdown of these conditional occurrence probabilities into pure conditions is discussed by using a live truck and earthquake loads on a bridge as an example. 相似文献
12.
The current AASHTO load and resistance factor design (LRFD) guidelines are formulated based on bridge reliability,which interprets traditional design safety factors into more rigorously deduced factors based on the theory of probability.This is a major advancement in bridge design specifications.However,LRFD is only calibrated for dead and live loads.In cases when extreme loads are significant,they need to be individually assessed.Combining regular loads with extreme loads has been a major challenge,mainly because the extreme loads are time variables and cannot be directly combined with time invariant loads to formulate the probability of structural failure.To overcome these difficulties,this paper suggests a methodology of comprehensive reliability,by introducing the concept of partial failure probability to separate the loads so that each individual load combination under a certain condition can be approximated as time invariant.Based on these conditions,the extreme loads (also referred to as multiple hazard or MH loads) can be broken down into single effects.In Part Ⅱ of this paper,a further breakdown of these conditional occurrence probabilities into pure conditions is discussed by using a live truck and earthquake loads on a bridge as an example.There are three major steps in establishing load factors from MH load distributions:(1) formulate the failure probabilities;(2) normalize various load distributions;and (3) establish design limit state equations.This paper describes the formulation of the failure probabilities of single and combined loads. 相似文献
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In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design (LRFD) specifications are formulated based on failure probabilities, which are fully calibrated for dead load and nonextreme live loads. Design against earthquake loads is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction (or increased scour depth). Furthermore, scour effect cannot be linked directly to an LRFD limit state equation, because the latter is formulated using force-based analysis. This paper (in two parts) presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based bridge failure calculations. In Part I of this series, the general principle of treating the scour depth as an equivalent load effect is presented. The individual and combined partial failure probabilities due to truck, earthquake and scour effects are described. To explain the method of including non-force-based natural hazards effects, two types of common scour failures are considered. In Part II, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load are quantitatively discussed. 相似文献
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In many regions of the world, a bridge will experience multiple extreme hazards during its expected service life. The current American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design (LRFD) specifications are formulated based on failure probabilities, which are fully calibrated for dead load and non-extreme live loads. Design against earthquake load effect is established separately. Design against scour effect is also formulated separately by using the concept of capacity reduction (or increased scour depth). Furthermore, scour effect cannot be linked directly to an LRFD limit state equation because the latter is formulated using force-based analysis. This paper (in two parts) presents a probability-based procedure to estimate the combined hazard effects on bridges due to truck, earthquake and scour, by treating the effect of scour as an equivalent load effect so that it can be included in reliability-based failure calculations. In Part I of this series, the general principle for treating the scour depth as an equivalent load effect is presented. In Part II, the corresponding bridge failure probability, the occurrence of scour as well as simultaneously having both truck load and equivalent scour load effect are quantitatively discussed. The key formulae of the conditional partial failure probabilities and the necessary conditions are established. In order to illustrate the methodology, an example of dead, truck, earthquake and scour effects on a simple bridge pile foundation is represented. 相似文献
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In the U.S.,the current Load and Resistance Factor Design(LRFD) Specifications for highway bridges is a reliability-based formulation that considers failure probabilities of bridge components due to the actions of typical dead load and frequent vehicular loads.Various extreme load effects,such as earthquake and vessel collision,are not considered on the same reliability-based platform.Since these extreme loads are time variables,combining them with frequent,nonextreme loads is a significant challenge.The number of design limit state equations based on these failure probabilities can be unrealistically large and unnecessary from the view point of practical applications.Based on the opinion of AASHTO State Bridge Engineers,many load combinations are insignificant in their states.This paper describes the formulation of a criterion to include only the necessary load combinations to establish the design limit states.This criterion is established by examining the total failure probabilities for all possible time-invariant and time varying load combinations and breaking them down into partial terms.Then,important load combinations can be readily determined quantitatively. 相似文献
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高烈度地震对铁路桥梁安全造成巨大隐患,且次生灾害将引起较大经济损失。该大跨连续梁桥所处地震带正进入活跃期,未来有发生较大规模强烈地震的可能,但桥梁自身不具备高烈度抗震能力,需利用粘滞阻尼器对其进行减震处理。采用斜向设置阻尼器并配合双曲面球型支座,来控制可能发生的纵向和横向地震。通过数值模拟进行阻尼器参数敏感性分析以及减震效果讨论,进而确定其最优设置方案。选取相关参数作为评价指标,对比加设阻尼器前后易损部位的地震响应,确定其在高烈度地震荷载激励下的减震效果。研究结果表明:在液体粘滞阻尼器的作用下,使得各墩协同受力,大大增加了结构的整体性,同时能很好弥补减隔震支座不能很好的控制上部结构位移的缺点,同时能降低罕遇地震力对桥墩的冲击损伤。因此,在高烈度区大跨度桥梁中更有必要设置阻尼器来抗震。 相似文献
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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
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桥梁作为交通系统中的生命线工程,其抗震性能问题尤为重要。桥梁减隔震技术主要通过减隔震装置来降低结构的地震损伤,目前已发展成为提高强震区桥梁抗震能力的重要措施。为促进减隔震技术在中国桥梁工程领域的进一步发展,首先总结减隔震桥梁的设计方法,归纳其地震反应和震害情况,对采用不同减隔震装置桥梁的非线性动力性能、减隔震效果、地震随机响应、易损性及性能优化方法等研究情况进行梳理;其次,概述减隔震技术在斜交桥、曲线桥及铁路桥梁中的应用情况与研究进展,并介绍新型韧性抗震设计理念在桥梁工程领域中的应用情况和发展前景;最后,总结减隔震桥梁的试验研究情况,指出目前减隔震桥梁研究中的不足和发展趋势。 相似文献