共查询到20条相似文献，搜索用时 15 毫秒
1.
以美国西部地区某斜交公路连续刚构桥为研究对象，研究其不等高墩易损性差异以及斜交角的改变对桥墩地震易损性的影响。考虑桥梁结构参数和地震动的不确定性，选取100条地震动，沿纵桥向输入，生成"结构-地震动"样本库，以地震动峰值加速度（PGA）为强度指标（IM），利用OpenSees软件对结构进行非线性时程分析得到桥墩动力响应，而后以桥墩曲率延性比衡量桥梁破坏状态，在确定桥墩损伤指标的基础上，采用可靠度理论得到各桥墩的地震易损性曲线，判断桥墩的损伤模式、损伤特点。在此基础上，改变桥梁斜交角度进行易损性分析，得到斜交角变化对桥墩地震易损性的影响。研究表明：该桥最矮墩发生损伤的概率大于其他桥墩，桥墩最先进入塑性的是墩顶和墩底区域；不同斜交角对桥墩的地震响应影响显著，各墩损伤破坏排序与斜交桥结构构造特点有关，同一排架墩的两侧墩柱易损性呈现与角度变化趋势相反的排列，损伤越严重，趋势越明显；对于此不等高的斜交刚构桥，最矮墩为其抗震薄弱环节，斜交角越大，越应该关注钝角处矮墩的损伤情况，并提高其设计标准，在进行斜交刚构桥抗震设计中应予以重视。 相似文献
2.
The convex model approach is applied to derive the robust seismic fragility curves of a five-span isolated continuous girder bridge with lead rubber bearings (LRB) in China. The uncertainty of structure parameters (the yield force and the post-yield stiffness of LRB, the yield strength of steel bars, etc.) are considered in the convex model, and the uncertainty of earthquake ground motions is also taken into account by selecting 40 earthquake excitations of peak ground acceleration magnitudes ranging from 0.125 to 1.126 g. A 3-D finite element model is employed using the software package OpenSees by considering the nonlinearity in the bridge piers and the isolation bearings. Section ductility of piers and shearing strain isolation bearings are treated as damage indices. The cloud method and convex model approach are used to construct the seismic fragility curves of the bridge components (LRB and bridge piers) and the bridge system, respectively. The numerical results indicate that seismic fragility of the bridge system and bridge components will be underestimated without considering the uncertainty of structural parameters. Therefore, the failure probability P f,max had better be served as the seismic fragility, especially, the fragility of the bridge system is largely dictated by the fragility of LRB. Finally, the probabilistic seismic performance evaluation of the bridge is carried out according to the structural seismic risk estimate method. 相似文献
3.
During a mainshock-aftershock (MSAS) sequence, there is no time to retrofit structures that are damaged by a mainshock; therefore, aftershocks could cause additional damage. This study proposes a new approach to develop state-dependent fragility curves using real MSAS records. Specifically, structural responses before and after each event of MSAS sequences are used to obtain statistical relationships among the engineering demand parameter prior to the seismic event (pre-EDP), the intensity measure of the seismic event (IM), and the engineering demand parameter after the seismic event (post-EDP). The developed fragility curves account for damage accumulation, providing the exceeding probability of damage state (DS) given the IM of the event and the DS of the structure prior to the seismic excitation. The UBC-SAWS model, which was developed for wood-frame houses in British Columbia, Canada, is considered as a case study application. Results indicate that for the examined structural typology, state-dependent fragility curves based on residual interstorey drift ratio (pre-EDP), peak ground velocity (IM), and maximum inter-storey drift ratio (post-EDP) are the best choice to characterise the cumulative damage effect. An illustration of the developed fragility curves is provided by considering a hypothetical MSAS scenario of a Mw 9.0 Cascadia mainshock triggering a Mw 6.0 crustal event in the Leech River fault, affecting wooden houses in Victoria, Canada. The MSAS scenario increases Yellow tags (restricted access) by 12.3% and Red tags (no access) by 4.8%. 相似文献
4.
Fragility curves express the probability of structural damage due to earthquakes as a function of ground motion indices, e.g., PGA, PGV. Based on the actual damage data of highway bridges from the 1995 Hyogoken‐Nanbu (Kobe) earthquake, a set of empirical fragility curves was constructed. However, the type of structure, structural performance (static and dynamic) and variation of input ground motion were not considered to construct the empirical fragility curves. In this study, an analytical approach was adopted to construct fragility curves for highway bridge piers of specific bridges. A typical bridge structure was considered and its piers were designed according to the seismic design codes in Japan. Using the strong motion records from Japan and the United States, non‐linear dynamic response analyses were performed, and the damage indices for the bridge piers were obtained. Using the damage indices and ground motion indices, fragility curves for the bridge piers were constructed assuming a lognormal distribution. The analytical fragility curves were compared with the empirical ones. The proposed approach may be used in constructing the fragility curves for highway bridge structures. Copyright © 2001 John Wiley & Sons, Ltd. 相似文献
5.
The scope of this study is to investigate the effect of the direction of seismic excitation on the fragility of an already constructed, 99‐m‐long, three‐span highway overpass. First, the investigation is performed at a component level, quantifying the sensitivity of local damage modes of individual bridge components (namely, piers, bearings, abutments, and footings) to the direction of earthquake excitation. The global vulnerability at the system level is then assessed for a given angle of incidence of the earthquake ground motion to provide a single‐angle, multi‐damage probabilistic estimate of the bridge overall performance. A multi‐angle, multi‐damage, vulnerability assessment methodology is then followed, assuming uniform distribution for the angle of incidence of seismic waves with respect to the bridge axis. The above three levels of investigation highlight that the directivity of ground motion excitation may have a significant impact on the fragility of the individual bridge components, which shall not be a priori neglected. Most importantly, depending on the assumptions made for the component to the system level transition, this local sensitivity is often suppressed. It may be therefore necessary, based on the ultimate purpose of the vulnerability or the life cycle analysis, to obtain a comprehensive insight on the multiple damage potential of all individual structural and foundation components under multi‐angle excitation, to quantify the statistical correlation among the distinct damage modes and to identify the components that are both most critical and sensitive to the direction of ground motion and carefully define their limit states which control the predicted bridge fragility. Copyright © 2015 John Wiley & Sons, Ltd. 相似文献
6.
Selection of optimal intensity measures in probabilistic seismic demand models of highway bridge portfolios 总被引：3，自引：0，他引：3
Probabilistic seismic demand models are a common and often essential step in generating analytical fragility curves for highway bridges. With these probabilistic models being traditionally conditioned on a single seismic intensity measure (IM), the degree of uncertainty in the models is dependent on the IM used. Selection of an optimal IM for conditioning these demand models is not a trivial matter and has been the focus of numerous studies. Unlike previous studies that consider a single structure for IM selection, this study evaluates optimal IMs for use when generating probabilistic seismic demand models for bridge portfolios such as would be found in HAZUS‐MH. Selection criteria such as efficiency, practicality, sufficiency, and hazard computability are considered in the selection process. A case study is performed considering the multi‐span simply supported steel girder bridge class. Probabilistic seismic demand models are generated considering variability in the geometric configurations and material properties, using two suites of ground motions—one synthetic and one recorded motion suite. Results show that of the 10 IMs considered, peak ground acceleration (PGA) and spectral acceleration at the fundamental period are the most optimal for the synthetic motions, and that cumulative absolute velocity is also a close contender when using recorded motions. However, when hazard computability is considered, PGA is selected as the IM of choice. Previous studies have shown that spectrally based quantities perform better than PGA for a given structure, but the findings of this study indicate that when a portfolio of bridges is considered, PGA should be used. Copyright © 2007 John Wiley & Sons, Ltd. 相似文献
7.
8.
快速评估不规则公路桥梁的地震动参数为桥梁地震响应分析、桥梁安全性设计提供科学依据。研究一种快速、有效的不规则公路桥梁地震动参数评估技术,以C形不规则公路桥梁为原型设计振动台与公路桥梁模型,选取Imperial Valley波作为地震动输入,采用加速度传感器、位移传感器采集桥梁加速度与位移数据;结合已知地震动数据计算地震动持续时长参数,优化衰减模型获取精确的地表峰值加速度参数。分析地表峰值加速度与其他地震动参数关系可知,地表峰值加速度与损坏概率成正比,桥梁结构发生损坏的概率在50%以下;震级越大、震中距越小、地表峰值加速度越大。 相似文献
9.
桥梁作为交通生命线系统中的重要工程,屡次在中等强度地震的作用下,遭受严重破坏甚至整体损毁,因此桥梁结构地震易损性研究在世界各国得到重视和发展。部分斜拉桥作为一种新桥型,由于兼有经济性和美学特性,近十年来在国内外发展迅速,但这种新桥型尚未经受地震的考验,在可能的地震灾害下,部分斜拉桥的地震破坏损伤概率还不明确,有必要开展有关的易损性研究。本文在桥梁地震易损性研究的基础上,分析在横桥向地面运动作用下独塔部分斜拉桥的易损性,定义五级损伤极限状态,建立桥墩、桥塔、限位器和全桥的易损性曲线,研究结果表明在横桥向地面运动作用下,独塔部分斜拉桥全桥易损性主要受到限位器和中墩的控制。 相似文献
10.
Fragility curves are found to be useful tools for predicting the extent of probable damage. They show the probability of highway structure damage as a function of strong motion parameters, and they allow the estimation of a level of damage probability for a known ground motion index. In this study, an analytical approach was adopted to develop the fragility curves for highway bridges based on numerical simulation. Four typical RC bridge piers and two RC bridge structures were considered, of which one was a non‐isolated system and the other was an isolated system, and they were designed according to the seismic design code in Japan. From a total of 250 strong motion records, selected from Japan, the United States, and Taiwan, non‐linear time history analyses were performed, and the damage indices for the bridge structures were obtained. Using the damage indices and ground motion parameters, fragility curves for the four bridge piers and the two bridge structures were constructed assuming a lognormal distribution. It was found that there was a significant effect on the fragility curves due to the variation of structural parameters. The relationship between the fragility curve parameters and the over‐strength ratio of the structures was also obtained by performing a linear regression analysis. It was observed that the fragility curve parameters showed a strong correlation with the over‐strength ratio of the structures. Based on the observed correlation between the fragility curve parameters and the over‐strength ratio of the structures, a simplified method was developed to construct the fragility curves for highway bridges using 30 non‐isolated bridge models. The simplified method may be a very useful tool to construct the fragility curves for non‐isolated highway bridges in Japan, which fall within the same group and have similar characteristics. Copyright © 2003 John Wiley & Sons, Ltd. 相似文献
11.
Bridge fragility curves, which express the probability of a bridge reaching a certain damage state for a given ground motion parameter, play an important role in the overall seismic risk assessment of a transportation network. Current analytical methodologies for generating bridge fragility curves do not adequately account for all major contributing bridge components. Studies have shown that for some bridge types, neglecting to account for all of these components can lead to a misrepresentation of the bridges' overall fragilities. In this study, an expanded methodology for the generation of analytical fragility curves for highway bridges is presented. This methodology considers the contribution of the major components of the bridge, such as the columns, bearings and abutments, to its overall bridge system fragility. In particular, this methodology utilizes probability tools to directly estimate the bridge system fragility from the individual component fragilities. This is illustrated using a bridge whose construction and configuration are typical to the Central and Southeastern United States and the results are presented and discussed herein. This study shows that the bridge as a system is more fragile than any one of the individual components. Assuming that the columns represent the entire bridge system can result in errors as large as 50% at higher damage states. This provides support to the assertion that multiple bridge components should be considered in the development of bridge fragility curves. The findings also show that estimation of the bridge fragilities by their first‐order bounds could result in errors of up to 40%. Copyright © 2006 John Wiley & Sons, Ltd. 相似文献
12.
Seismic fragility analysis of highway bridges considering multi-dimensional performance limit state 总被引：1，自引：0，他引：1
Fragility analysis for highway bridges has become increasingly important in the risk assessment of highway transportation networks exposed to seismic hazards. This study introduces a methodology to calculate fragility that considers multi-dimensional performance limit state parameters and makes a first attempt to develop fragility curves for a multi-span continuous (MSC) concrete girder bridge considering two performance limit state parameters: column ductility and transverse deformation in the abutments. The main purpose of this paper is to show that the performance limit states, which are compared with the seismic response parameters in the calculation of fragility, should be properly modeled as randomly interdependent variables instead of deterministic quantities. The sensitivity of fragility curves is also investigated when the dependency between the limit states is different. The results indicate that the proposed method can be used to describe the vulnerable behavior of bridges which are sensitive to multiple response parameters and that the fragility information generated by this method will be more reliable and likely to be implemented into transportation network loss estimation. 相似文献
13.
A Markov method of analysis is presented for obtaining the seismic response of cable‐stayed bridges to non‐stationary random ground motion. A uniformly modulated non‐stationary model of the random ground motion is assumed which is specified by the evolutionary r.m.s. ground acceleration. Both vertical and horizontal components of the motion are considered to act simultaneously at the bridge supports. The analysis duly takes into account the angle of incidence of the earthquake, the spatial correlation of ground motion and the quasi‐static excitation. A cable‐stayed bridge is analysed under a set of parametric variations in order to study the non‐stationary response of the bridge. The results of the numerical study indicate that (i) frequency domain spectral analysis with peak r.m.s. acceleration as input could provide more r.m.s. response than the peak r.m.s. response obtained by the non‐stationary analysis; (ii) the longitudinal component of the ground motion significantly influences the vertical vibration of the bridge; and (iii) the angle of incidence of the earthquake has considerable influence on the deck response. Copyright © 2003 John Wiley & Sons, Ltd. 相似文献
14.
The Northridge earthquake inflicted various levels of damage upon a large number of Caltrans’ bridges not retrofitted by column
jacketing. In this respect, this study represents results of fragility curve development for two (2) sample bridges typical
in southern California, strengthened for seismic retrofit by means of steel jacketing of bridge columns. Monte Carlo simulation
is performed to study nonlinear dynamic responses of the bridges before and after column retrofit. Fragility curves in this
study are represented by lognormal distribution functions with two parameters and developed as a function of PGA. The sixty
(60) ground acceleration time histories for the Los Angeles area developed for the Federal Emergency Management Agcncy (FEMA)
SAC (SEAOC-ATC-CUREe) steel project are used for the dynamic analysis of the bridges. The improvement in the fragility with
steel jacketing is quantified by comparing fragility curves of the bridge before and after column retrofit. In this first
attempt to formulate the problem of fragility enhancement, the quantification is made by comparing the median values of the
fragility curves before and after the retrofit. Under the hypothesis that this quantification also applies to empirical fragility
curves developed on the basis of Northridge earthquake damage, the enhanced version of the empirical curves is developed for
the ensuing analysis to determine the enhancement of transportation network performance due to the retrofit.
Supported by: MCEER/FHWA under Contract No.DTFH 61-98-C-00094 and Caltrans under Contract No.59A0304 相似文献
15.
This paper illustrates the seismic risk preliminary estimates of two different groups of structures located on the territory of the Friuli–Venezia Giulia region (NE Italy) : the first group includes some special industrial plants, and the second group includes bridges and tunnels belonging to the regional highway network. The part of the study on special industrial plants tries to evaluate the degree of expected damage, taking into account their structural typology and ground shaking expressed in terms of macroseismic intensity. The second part of the study is an application of the HAZUS methodology to the tunnels and bridges of a highway network: the combination of expected ground shaking and the construction characteristics lead to very different risk levels, especially when considering the bridges. The resulting damage levels to bridges and tunnels are still only indicative because of the fragility curves used in the evaluations: they were developed for existing bridge and tunnel structural typologies in the U.S.A. Moreover, both examples show the power of GIS technology in storing, elaborating, and mapping spatial data. Copyright © 2003 John Wiley & Sons, Ltd. 相似文献
16.
This paper demonstrates the effectiveness of utilizing advanced ground motion intensity measures (IMs) to evaluate the seismic performance of a structure subject to near‐source ground motions. Ordinary records are, in addition, utilized to demonstrate the robustness of the advanced IM with respect to record selection and scaling. To perform nonlinear dynamic analyses (NDAs), ground motions need to be selected; as a result, choosing records that are not representative of the site hazard can alter the seismic performance of structures. The median collapse capacity (in terms of IM), for example, can be systematically dictated by including a few aggressive or benign pulse‐like records into the record set used for analyses. In this paper, the elastic‐based IM such as the pseudo‐spectral acceleration (Sa) or a vector of Sa and epsilon has been demonstrated to be deficient to assess the structural responses subject to pulse‐like motions. Using advanced IMs can be, however, more accurate in terms of probabilistic response prediction. Scaling earthquake records using advanced IMs (e.g. inelastic spectral displacement, Sdi, and IM 1I&2E; the latter is for the significant higher‐mode contribution structures) subject to ordinary and/or pulse‐like records is efficient, sufficient, and robust relative to record selection and scaling. As a result, detailed record selection is not necessary, and records with virtually any magnitude, distance, epsilon and pulse period can be selected for NDAs. Copyright © 2008 John Wiley & Sons, Ltd. 相似文献
17.
Ground-motion Intensity Measures (IMs) are used to quantify the strength of ground motions and evaluate the response of structures. IMs act as a link between seismic demand and seismic hazard analysis and therefore, have a key role in performance-based earthquake engineering. Many studies have been carried out on the determination of suitable IMs in terms of efficiency, sufficiency and scaling robustness. The majority of these investigations focused on ordinary structures such as buildings and bridges, and only a few were about buried pipelines. In the current study, the optimal IMs for predicting the seismic demand of continuous buried steel pipelines under near-field pulse-like ground motion records is investigated. Incremental dynamic analysis is performed using twenty ground motion records. Using the results of the regression analysis, the optimality of 23 potential IMs are studied. It is concluded that specific energy density (SED) followed by \(\sqrt {VSI[{\omega _1}(PGD + RM{S_d})]} \) are the optimal IMs based on efficiency, sufficiency and scaling robustness for seismic response evaluation of buried pipelines under near-field ground motions.
相似文献18.
Giovanni Tecchio Marco Donà Francesca da Porto 《Bulletin of Earthquake Engineering》2016,14(11):3099-3124
Masonry arch bridges are crucial elements in the railway transportation network throughout Europe. Although significant advances in seismic risk assessment of various bridge types have been made by developing fragility curves of generalized classes of structures, there are no comparable tools for masonry arch structures. In this context, this paper presents the construction of seismic fragility curves of single-span masonry bridges according to the limit analysis method. An iterative procedure is implemented to define the capacity curve of the equivalent single degree of freedom system through non-linear kinematic analysis. The process involves determination of the collapse mechanism, calculation of the limit load multiplier, and definition of the thrust line. The intrinsic variability of the seismic action is incorporated with the use of different sets of elastic spectra compatible with EC 8 Type-1 spectrum for various types of soil, with peak ground acceleration varying over the range 0.05–1.5 g. The fragility curves of the generalized classes of single-span masonry bridges are finally obtained from the effective ranges of the main geometric and material parameters affecting arch bridge capacity. 相似文献
19.
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
20.
This paper presents the first of a series of case studies on the seismic design of long span bridges （cable-stayed bridges, suspension bridges and arch bridges） under a cooperative research project on seismic behavior and design of highway bridges between the State Key Laboratory for Disaster Reduction in Civil Engineering, Tongji University and the Multidisciplinary Center for Earthquake Engineering Research, University at Buffalo. The objective of this series of case studies is to examine the differences and similarities on the seismic design practice of long span bridges in China and the U.S., to identify research needs and to develop design guidelines beneficial to bridge engineers in both countries. Unlike short to medium span bridges, long span bridges are not included in most seismic design specifications, mainly because they are location dependent and structurally unique. In this paper, an available model of a steel tied half through arch bridge with a main span of 550m in China is discussed. Analysis is focused on comparisons of the seismic responses due to different ground motions. Seismic design criteria and seismic performance requirements for long span bridges in both countries were first introduced and compared, and then three near field earthquake records with large vertical components were selected as the excitations to examine the seismic behavior and seismic vulnerability of the bridge. Results show that （1） the selected near field ground motions cause larger responses to key components （critical sections） of the bridge （such as arch rib ends） with a maximum increase of more than twice those caused by the site specific ground motions; （2） piers, longitudinal girders and arch crowns are more vulnerable to vertical motions, especially their axial forces; and （3） large vertical components of near field ground motions may not significantly affect the bridge＇s internal forces provided that their peak acceleration spectra ordinates only appear at periods of less than 0.2s. However, they may have more influence on the longitudinal displacements of sliding bearings due to their large displacement spectra ordinates at the fundamental period of the bridge. 相似文献