A simplified analysis of the behavior of suspension bridges under live load

Stavridis, L. T.

doi:10.12989/sem.2008.30.5.559

Cited by 10 publications

(4 citation statements)

References 7 publications

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“…When the vertical load is applied to the deck of suspension bridge, the main cables will undergo flexural deformation. Many scholars have conducted relevant research on this issue [30][31][32][33], but they all focused on the vertical flexural deformation instead of horizontal deflection.…”

Section: Static Longitudinal Behavior Under Vertical Loadsmentioning

confidence: 99%

Girder Longitudinal Movement and Its Factors of Suspension Bridge under Vehicle Load

Huang

Li³

et al. 2021

Advances in Civil Engineering

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Vehicle load may not only cause vertical deformation and vibration of suspension bridge but also lead to longitudinal deformation and vibration. And the longitudinal behavior is closely related to the durability of the girder end devices and the bending fatigue failure of suspenders. In this study, the longitudinal deformation behavior and longitudinal vibration of suspension bridge under vehicles, as well as the related influencing factors, are investigated. The underlying mechanism of girder longitudinal movement under the moving vehicles is revealed. Based on the simplified vehicle model of vertical concentrated force, the characteristics of main cable deformation and girder longitudinal displacement under vertical loads are analyzed first. Then, the longitudinal motion equation of the girder under vertical moving loads is derived. Finally, a single long-span suspension bridge is employed in the case study, and the girder longitudinal response and influencing factors are investigated based on both numerical simulation and field monitoring. Results indicate that the asymmetric vertical load leads to cable longitudinal deflection owing to the geometrically nonlinear characteristic of the main cable, leading to longitudinal movement of the girder. The results of field monitoring and numerical simulation indicate that the girder moves quasi-statically and reciprocates longitudinally with centimeter amplitude under normal operational loads.

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Section: Static Longitudinal Behavior Under Vertical Loadsmentioning

confidence: 99%

Girder Longitudinal Movement and Its Factors of Suspension Bridge under Vehicle Load

Huang

Li³

et al. 2021

Advances in Civil Engineering

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“…There are many researches in the literature which deal with the bridge vibration caused by the passing of vehicles or trains [1][2][3][4][5][6][7][8][9][10][11]. Akin and Mofid [1] proposed a combined analyticalnumerical method to determine the dynamic behavior of beams with a moving mass.…”

Section: Introductionmentioning

confidence: 99%

Assessment of Prestress Force in Bridges Using Structural Dynamic Responses under Moving Vehicles

Liu

2013

Mathematical Problems in Engineering

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This study carries out numerical simulations to identify the magnitude of prestress force in a highway bridge by making use of the dynamic responses from moving vehicular loads. The prestressed bridges are modeled using four-node isoparametric flat shell element taking into account the transverse shearing deformation in the finite element model. The vehicle is modeled as a multiple degrees-of-freedom system. An approach based on dynamic response sensitivity-based finite element model updating is proposed to identify the elemental prestress force. The identified results are obtained iteratively with the penalty function method with regularization from the measured structural dynamic responses. A single-span prestressed Tee beam and two-span prestressed box-girder bridge are studied as two numerical examples. The effects of road surface roughness, measurement noise, and speed of moving vehicle on the identification results are investigated. Studies indicate that the proposed method is efficient and robust for prestress force identification. Good identified results can be obtained from several measured acceleration responses.

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“…Analytical formulas own the advantages of clear concept, simple calculation, and general applicability. Most existing formulas in bridge engineering estimate deformation caused by live loads instead of temperature action [19][20][21]. For thermal deformation, a one-dimensional (1D) thermal expansion formula org org L L T δ θ δ = ⋅ (where org L , T , and θ represent the original free length, temperature, and linear expansion coefficient of the structural component, respectively, and ( ) δ ⋅ denotes the quantity change) is commonly used to estimate the temperature-induced longitudinal displacement of girders and towers [22].…”

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confidence: 99%