Stability Of Bridge Research Articles

Stability and Rupture of Liquid Crystal Bridges under Microgravity

Liquid-crystal columns were prepared and observed under microgravity aboard suborbital TEXUS rocket flights. The microgravity phase of each flight lasted for approximately six minutes. We tested structures in different liquid-crystalline mesophases. In the isotropic and nematic phases, the Rayleigh-Plateau instability led to the collapse of the columns. However, in the smectic A and C mesophases, it was found that the columns survived the extension to slenderness ratios (length/diameter) of over 4.5 (and in one case, more than 6). The liquid-crystalline material in the millimeter-sized columns was macroscopically disordered. Thus, regular shell-like internal layer structures that stabilized the columns can be excluded. Instead, the reason for their persistence was the yield stress of the material, which is quite different for the different mesophases. In the columnar mesophase, the cylindrical bridge even survived the strong deceleration when the rocket re-entered the atmosphere. During the breakup of the filaments, the neck thinning dynamics were determined.

Solid bulk cargo liquefaction: Stability of liquid bridges

This work focuses on investigating the correlation between the evolution of liquid bridges and moisture migration in solid bulk cargo liquefaction. We experimentally investigate the stability of liquid bridges in static and dynamic particles. The liquid-holding capacity of static particles is determined, and the formation and fracturing of liquid bridges are related to the particle distribution and particle radius. The spacing of the bottom particles determines the maximum liquid-holding capacity, while the space between the upper particles and the bottom particles determines the fracture position. The particles with larger radii have an increased liquid-holding capacity and a low volumetric moisture content, which confirms that cargo that consists entirely of large particles would be apt to have seepage and would not liquefy. Moisture migration for pendular and funicular liquid bridges during stretching and squeezing is captured. We indicate that the fusion behavior of liquid bridges is an important inducement for moisture migration, and it dramatically decreases the liquid-holding capacity. The findings suggest that cargo with low water content would still cause liquefaction, and that the water content should be reduced further for the safe transport of solid bulk cargo.

Seismic stability analysis of the large-span concrete-filled steel tube arch bridge considering the long-term effects

Creep and shrinkage of the confined concrete changes the dynamic performance of concrete-filled steel tubular (CFST) arch bridges over time. However, less attention is paid to the seismic behaviour of CFST arches considering such long-term effects. The effects of long-term behaviour on the dynamic strength of CFST arch bridges are analysed and discussed in detail in this paper. A novel dynamic stability analysis method for structures subjected to any arbitrary excitations is proposed and validated. The time-dependent properties of concrete have been numerically implemented and also the difference in concrete pouring time at different arch positions is considered. An existing large-span CFST arch bridge is analysed as a case study adopting the proposed method. Moreover, the long-term performance evolution of CFST sections are discussed. It is found that the creep-induced stress within CFST sections has a great influence on the dynamic stability of arch bridges. The critical peak ground acceleration (PGA) at the 1000th day of the service life is suggested as the reference value for the limit state under earthquake excitations. The influence of travelling wave effect and concrete pouring sequence are also investigated. Finally, the post-seismic performance of the whole bridge is evaluated.

The Influence of Buckling Mode and Buckling Stability Coefficient of Rigid-Frame Bridge during Construction in Cold Region

The study aims to further standardize the construction process, improve the construction quality, and ensure the stability of infrastructure construction. The continuous rigid-frame bridge is taken as the research object, the finite element model of the bridge body is established by using the beam element, and the overall stability of the rigid-frame bridge is analyzed in the construction and completion stages. Moreover, the stability coefficient and buckling mode are established under different working conditions in each stage, the linear stability variation law is summarized, and the geometric nonlinear stability analysis method is established through the specific data. The nonlinear stability safety factor and buckling mode are obtained, and the influence of wind load and initial defects on the stability of continuous rigid-frame bridge is further explored. The results show that with the increase of the bridge height, the overall stability factor of the bridge is decreasing, and the safety factor of the single-limb thin-walled hollow pier is relatively larger than that of the double-limb thin-walled hollow pier. During the construction, the asymmetric self-weight load caused by the asynchronous load and cantilever pouring has the greatest impact on the stability of the bridge. The stability safety factor of the geometric nonlinear stability analysis method constructed is 0.3% and 1.27% lower than the ideal state, respectively. The stability safety factor of the wind load and the initial defect is 12.65% lower than the ideal state, and the stability safety factor is greatly reduced. The results have important reference significance to ensure the construction safety and overall stability of the bridge.

Double Sub-Resonance Mechanism in Torsional–Flexural Vibrations of a Double-Track Short Bridge Under a Moving Train

Train-induced resonance of a railway bridge occurs when the train speed coincides with the primary resonance speed ([Formula: see text]) of the bridge, from which we can determine the sub-resonance speed as ([Formula: see text]). The primary resonance speed of a short bridge is generally much higher than the operation speeds of current high-speed trains but the corresponding sub-resonance speeds probably lie in the operation speed range. Such a resonance scenario can be observed from the vibration of a double-track bridge subjected to an eccentrically moving train, in which the deck vibration is combined by the vertical-flexural and torsional vibration modes of the bridge. Once the two modal sub-resonance speeds coincide with each other, a double sub-resonance will be developed on the bridge. In this study, an iteration-based train–bridge interaction finite element procedure will be presented to demonstrate the double resonance phenomenon. As expected, the double resonance may bring about a dramatic amplification on deck vibration. Such an excessive vibration is harmful to ballast stability and track maintenance of railway bridges.

Stability Analysis of Dual Active Bridge Converter With Input Filter and Constant Power Load

Fast-scale stability of dual active bridge (DAB) converter with input filter under constant power load is analyzed in this article. Since the commonly used reduced-order average model is not effective to accurately describe the dynamic behavior of DAB converter, a discrete-time model is established. The bifurcation points of the system are predicted by using bifurcation diagrams. In addition, Poincaré map theory and the Jacobian matrix of the system are used for bifurcation analysis. The eigenvalue locis of Jacobian matrix are carried. Serval Hopf bifurcations and a saddle-node bifurcation, which are predicted by the eigenvalue locis, have been found in the converter. The influence of system parameters on the stability of the system is explained in detail. It is found that high output voltage bandwidth, input filter, and light load are the main causes of instability in this system. To stabilize the converter, a proper feedback control is presented. In addition, stable boundaries are given to help to avoid instability. All the findings have been verified by simulation and experimental results.

Causes and statistical characteristics of bridge failures: A review

Bridge failure, which is generally associated with serious economic and life losses, is defined as the incapacity of a constructed bridge or its components to perform as specified in the design and construction requirements. This paper presents an overview of current researches on the typical characteristics and causes of bridge failures based on 10 former investigations. Principal causes can be divided into internal causes and external causes or natural factors and human factors. Design error, construction mistakes, hydraulic, collision, and overload are the top 5 leading causes of bridge failures, resulting in more than 70% of the bridge failures. Causes of bridge failures are closely related to regional economy, structural type, type of use, material type, and service age. The failure rate is very high for steel bridges, which is inseparable from excessive emphasis on structure strength but lack of consideration on structure stability and fatigue in early years. Researchers need to strengthen their research on the stability and fatigue of steel bridges, as well as inspection and maintenance. Extreme loads such as flood, collision, and overload contribute to a large number of bridge failures because of the lack of extreme loads data and design theory defects. It is critical for such bridges to have sufficient redundancy and capacity protection measures to reduce the probability of bridge failure due to extreme loads. Previous statistical methods and classification methods for the characteristics and causes of bridge failures lack unified standards, and a more scientific method needs to be established. A comprehensive electronic database on bridge damage and failures needs to be developed to establish damage models and conduct forensic studies to improve the design theory and specifications. • Statistical characteristics and causes of bridge failure are reviewed. • Standard for classification of causes and characteristics of bridge failure is needed. • The causes of bridge failures are related to the regional economy, structural type, type of use, material type, and service age. • Design error, construction mistakes, hydraulic, collision and overload are the top 5 leading causes of bridge failures. • It is critical for bridges to have sufficient redundancy and capacity protection measures to reduce the probability of bridge failure due to extreme loads.

Cable loss performance investigation of cable-stayed bridge equipped with Roll-N-Cage isolator

The cable loss failure, especially during earthquakes, could be a threat to the stability of cable-stayed bridges. In this regard, the purpose of this paper is to study the performance of isolated cable-stayed bridges in case of cable loss conditions. So, Bill Emerson Cable-Stayed Bridge with Roll-N-Cage (RNC) isolators was studied under three seismic events in two cases of (1) intact bridge model (2) bridge model with removed cable. The buffer mechanism of the RNC isolator and its effects on the seismic performance of the bridge were studied considering the time history dynamic analysis using the software of Opensees. The results indicated that the RNC isolator with an activated buffer mechanism appropriately decreases the permanent displacement under seismic loads. In the most critical case, cable loss of one connected the end of the deck to the top of the tower, collapse incidence was prevented by considering the buffer mechanism. RNC isolator with activated buffer mechanism provided the structural stability by forming permanent hysteretic cycles with proper strength and damping energy.

Research on Torsional Characteristic and Stiffness Reinforcement of Main Girder of Half-Through Truss Bridge

The stronger stability of a half-through truss bridge can improve the bridge performance for resisting extreme loads, such as earthquakes and shock. To improve the bridge stability, it is necessary to improve the torsional stiffness of the half-through truss bridge. To study the torsional characteristics of the main girder of the half-through truss bridge, the half-through truss is equivalent to an open slot thin-walled member, and the calculation formula of the free torsional moment of inertia of the main girder is deduced. Because the main truss can resist warping deformation through bending, it has a great contribution to the torsional stiffness. Based on the vertical bending action of the main truss, the calculation formula of the correction of the torsional moment of inertia of the main girder is deduced. Taking a half-through truss pedestrian bridge as an example, the torsional moment of inertia of the bridge under different width-span ratios is calculated by theoretical and finite element analysis. The results show that when calculating the torsional moment of inertia of the main girder of the half-through truss bridge, the free torsional moment of inertia calculated by the equivalent open slot section is very different from the actual torsional stiffness, and the bending correction value must be considered. The theoretical solution after taking into account the corrected value is well-fitted with the finite element results. The theoretical formula can be used to explain the torsional mechanism of this kind of bridge. According to the mechanism research, the method of installing X-shaped longitudinal supports between the upper transverse girders to improve the torsional stiffness is finally formulated. Installing the X-shaped longitudinal supports not only can keep the size of the half-through truss bridge unchanged but can also have a considerable enhancement effect, which will significantly improve the torsional stiffness and stability of existing bridges.

The role of Tyr102 residue in the functioning of bacterial NAD+-dependent formate dehydrogenase of Pseudomonas sp. 101

Once you have missed the first button …, you'll never manage to button upJohann Wolfgang von GoetheFormate oxidation is a final step of methanol oxidation in methylotrophic prokaryotes and is important for detoxification of formate in other organisms. The structural mechanism of the formate dehydrogenase (FDH) of Pseudomonas sp. 101 has been studied for about 30 years. In the active center of FDH, the oxidation of formic acid into carbon dioxide in a NAD+-dependent way takes place. Residues that form the active center of that enzyme, as well as those that form the so-called substrate channel, are engaged in the catalytic cycle. Our study allowed to characterize a new residue, Tyr102, involved in the work of the enzyme. This residue is located in the outer neck of the substrate channel (at the beginning of the path of the substrate to the active center) and acts as a “button” which connects two enzyme domains into an active, “buttoned up” conformation. Our study of the kinetic parameters of mutant enzymes has shown that Tyr102Phe substitution leads to an approximately 80-fold increase of the Michaelis constant relative to the native enzyme, unlike Phe311Trp and Phe311Tyr substitution of neighboring residue Phe311. Our analysis of the Tyr102Phe mutant in the open conformation by X-ray crystallography has shown that its overall fold remains almost the same as that of the native enzyme. Molecular dynamics simulations of the ternary complexes of the native FDH enzyme and its Tyr102Phe mutant showed that Tyr102Phe substitution results in the loss of an interdomain hydrogen bond between the Tyr102 and Gln313 residues, which, in turn, destabilizes the closed conformation and affects the isolation of the FDH active site from water molecules. Our structural investigations have shown that Tyr102Phe replacement also leads to the destruction of interdomain contacts of Phe102 with Phe311, Pro312 residues, and decreases the stability of the Leu103-Val127 beta bridge. Phylogenetic analysis also confirmed the importance of the Tyr102 residue for enzymes from the FDH family, in which it is absolutely conserved.

Three-dimensional nonlinear aerostatic stability analysis of long-span suspension bridges under skew wind

Based on the aerostatic force model under skew wind, considering the nonlinear and three-dimensional effects of aerostatic forces and also structural geometric nonlinearity, a method of three-dimensional nonlinear aerostatic stability analysis under skew wind is presented, and the corresponding computational procedure (SNAA-SW) is developed. By taking a suspension bridge- the Runyang suspension bridge over the Yangtze River as example, 3D nonlinear aerostatic stability analysis of the bridge under skew wind is conducted, and the skew wind effect on the aerostatic stability of long-span suspension bridges is ascertained. The results show that the skew wind effect does not change the aerostatic instability mode of suspension bridges, which shows a spatial bending-torsion coupled instability mode as the same as normal wind case. The skew wind has positive and negative effects on the aerostatic stability of suspension bridge under different wind attack angles, and the evolutions of critical wind speed of aerostatic instability with wind yaw angle are completely different from the cosine rule as proposed by the skew wind decomposition method, for most cases, the lowest critical wind speed of aerostatic instability occurs under skew wind. With the increase of wind yaw angle, the skew wind effect on the critical wind speed of aerostatic instability becomes more prominent, and the influence is between −10.7% and 8.1%. Therefore, the skew wind effect needs to be accurately considered in the aerostatic stability analysis of long-span suspension bridges in particular at large wind yaw angles.

Relationship between the Vibration Acceleration and Stability of a Continuous Girder Bridge during Horizontal Rotation

To ensure the safety of bridges during horizontal rotation, we propose a method through which it is possible to evaluate the stability of structures in real time by measuring the vibration acceleration of the rotating structure. First, the vibration characteristics collected during the horizontal rotation of a typical high-speed railway bridge were compared with the results of a finite element analysis. Second, the analytic formula to calculate the ratio of vibration acceleration and the pier-bottom-section bending moment for the rotating structure was deduced by considering the beam and pier as an infinite-degree-of-freedom rod. Then, the results of the analytical formula were compared with those of the finite element calculation. Overall, the results showed that the bending moment of the pier bottom (which was related to the stability of the rotating bridge) was affected only by the two asymmetrical vibration modes. The analytic formula built by considering the beam and pier as an infinite degree-of-freedom rod with equal cross-section effectively described the relationship between the vibration acceleration and pier-bottom-bending moment. Finally, the vibration of the rotating bridge was simplified to the superposition of the first two asymmetric vibration modes in the facade. Based on our findings, we were able to provide a formula and some check tables to calculate the permissible value of vibration acceleration for typical high-speed railway bridges.

Active flutter control of a bridge-flap system considering aerodynamic interferences in practical considerations

Designing bridges with spans larger than 2000 m is challenging. One critical problem is that the flutter stability of such bridges is extremely weak. In past studies, actively controlled flaps were found to improve the flutter stability performance. However, in those studies, the deck was always assumed to be an ideal streamlined plate to simplify the aerodynamic interference effect in the deck-flap system. This simplification limits the application of this technique on real projects. To improve the applicability, we adopt a typical bluff body deck to investigate the effect of the active flaps under different wind attack angles. The novelty of this work is the analysis of the aerodynamic interference and resulting control impact considering the application scenario. The tests are conducted through the computational fluid dynamic method. To give intuitive explanations of the aerodynamic interference, the distributed aerodynamic characteristics method is innovatively introduced to quantify the contribution of flap on the flutter stability during the control process. Our results show that the leading flap has a dominant contribution to the flutter stability by inducing the beneficial aerodynamic damping on the deck’s leading surfaces. Its optimal phase should be about π/2 lagging from the deck’s torsional motion. In comparison, the effect of the trailing flap is unstable under different wind attack angles. To guarantee a robust control effect, it is suggested that it remains stationary.

Flutter Stability of Long-Span Bridges with Plate-Truss Separated and Composite Girders: Comparative Study

Flutter Stability of Long-Span Bridges with Plate-Truss Separated and Composite Girders: Comparative Study

Dynamic Stability Assessment of High-Speed Railway Bridges Using Numerical Model Updating

Numerical model updating using the data measured from the actual structure is required in order to minimize the error between the initial numerical model and the actual structure. Field load tests, which are conducted in order to assess the condition and safety of high-speed railway bridges, are generally expensive and restricted by railway control and weather conditions. Therefore, a method for evaluating the performance of high-speed railway bridges using updated numerical models without conducting field load tests is required. In this study, numerical model updating was performed by using the data measured from the ambient vibration test in order to assess the dynamic stability of high-speed railway bridges. In the ambient vibration test, the measurement point roaming method was applied in order to accurately measure high-speed railway bridges using a limited number of sensors. For numerical model updating, the univariate search method was used, and several measured parameters were updated and converted into the properties of the target bridges in the numerical models. The vertical and torsional modes of the updated numerical models differed by less than 5% from those estimated using the data measured from the target bridges. The responses of the updated numerical models were found to be similar to those measured from the high-speed railway bridges in operation. It was also shown that the updated numerical models could be used to assess the dynamic stability of the bridges.

Numerical and Experimental Studies of the Use of Fiber-Reinforced Polymers in Long-Span Suspension Bridges

For the construction of transport infrastructure (including pipeline bridges for oil and gas transportation) in the conditions of the Far North, it is necessary to improve modern regulatory and technological base for using the fiber-reinforcing polymers. It is necessary to conduct searching research to determine the conditions and shapes of application of the fiber-reinforced polymer (FRP) in the load-bearing structures of bridges and pipelines through barriers. One such searching research is the study of the use of a suspension hybrid bridge with a superstructure of FRP. For this purpose, the calculations of finite-element models of pedestrian suspension bridges were performed and their aerodynamic stability was investigated on the section models in a wind tunnel. The novelty of the study consists in the proposed additions to the structure of the bridge, and the permissible geometric of the cross-sections of the superstructure were established for ensuring aerodynamic stability. Finally, this was the first time that it was directly established that the strength, stiffness and aerodynamic stability of a suspension hybrid bridge were provided.

Isolation design and numerical calculation of isolated rubber bearing in continuous beam bridge in high seismic intensity area

The stability of bridges in the face of earthquake hazards has always been the focus of construction engineering. At present, a large number of bridge construction has begun to use isolation rubber bearings to increase the seismic capacity of bridges. However, in the face of high-intensity earthquake disasters, the seismic performance of the bridge is gradually unable to meet, the main reason is the lack of relevant research on the seismic performance of the bridge in high seismic intensity area. Therefore, this study will explore the changes of the bridge in the face of high-strength earthquake, and try to use high damping rubber bearings for the isolation design of the bridge. By establishing the finite element model of continuous bridge combined with isolation rubber bearing, the numerical calculation of bridge element is carried out on this basis, and the isolation effect of isolation rubber bearing is analyzed. The results show that the compression resistance and shear resistance of the isolated rubber bearing are strong. Under the influence of different seismic waves, the maximum displacement of the bearing is 0.131 m and the maximum horizontal force is 389.6 kN, which are lower than the allowable value of the bridge, and the overall seismic performance of the bridge has been significantly improved, which can play a good theoretical support in the construction of continuous bridges in high seismic intensity areas.

Effects of the interaction between neighboring droplets on the stability of nanoscale liquid bridges

The mechanism of mechanical and hydraulic properties of unsaturated clays at the nanoscale hasn’t been fully understood, especially for three-phase systems. Through molecular dynamics (MD) and a series of microscopic test methods, the stability of kaolinite-water-CO2 under Dh, Sr, M∗, ds∗ and ε∗ was evaluated. The results of density field, adsorption, contact angle and capillary force of water and CO2 molecules indicated that Dh and M∗ controlled the coalescence and jumping of adjacent droplets, while the wettability of minerals depended on Sr and ε∗. When the two droplets ranged from coalescence to separation, not only the contact angle enlarged, but the capillary force declined. Although the rise of ε∗ will enhance the wettability of kaolinite, it will cause the liquid bridge to break and be adsorbed on the surface of particle in the form of a liquid film if it’s too high. In this case, contact angle of liquid bridges suddenly dropped to zero. The capillary force will also present a trend of first increasing and then decreasing. In the three-phase environment, the enlargement of Sr induced CO2 molecules to be adsorbed on the surface of solid and liquid phase due to hydrogen bonds, thereby reducing the wettability of minerals. Subsequently, capillary force became smaller. In addition, CO2 and H2O molecules at the interface were arranged in order, and the thickness of adsorption layer was from small to large: solid–gas, solid–liquid, gas–liquid. By fitting the critical conditions of liquid bridges in instability and fracture, it may be beneficial to explain macroscopic unsaturated theory and long-term experimental observations.

Effect of cable corrosion on nonlinear elastic stability of girder in Cable-Stayed bridges with floating systems

This paper presents an investigation of the influence of cable corrosion on the nonlinear elastic stability of long-span cable-stayed bridges based on the energy method and the theory of the beam on elastic foundation (TBEF). The corrosion-induced fluctuations in vertical support rigidity and the non-uniform distributions of axial forces between girder segments are considered by a discretized model based on the energy method. The classical TBEF model is applied to evaluate the number of half-waves through the identification of the weakest section in a girder, prior to the numerical solution to the buckling eigenvalue equations derived from the discretized model. The feasibility and reasonability of the proposed procedures are validated by two ideal beams and a case study on a real long-span cable-stayed bridge with assumed corrosion scenarios, through the comparison with the results from elastic finite element analysis considering geometric nonlinearities. The case study has indicated that cable corrosion exerts a significant influence on critical buckling load, exhibiting an approximate linear relation with corrosion ratio. However, corrosion does not seem to put a significant effect on the number of half-waves of buckling mode of the girder. The possibility of failure modes switch is found to depend primarily on the spacing of cables and the depth of girder. Cable-stayed bridges having densely distributed cables and relatively shallow girder possess a higher possibility of failure modes switch when severe corrosion takes place.

Local stability of concrete arch bridge based on Ritz method

In order to minimize the self-weight and prevent local buckling failure of thin-walled box concrete arch bridges at the same time, the limit values of width-thickness ratios are deduced based on Ritz method and equivalent strut theory of arch bridge. A new method of determining sectional forms based on the limit values of width-thickness ratios is put forward. Based on Mupeng bridge, the theoretical results are verified by finite element software ANSYS. Results show that the limits of width-thickness ratios are related to concrete grade, equivalent calculation length and radius of gyration, the allowable minimum thickness of Mupeng bridge is 15 cm to avoid local buckling. The limit values of width-thickness ratios deduced in this paper are reasonable and this new method of determining sectional forms is simple and rational to apply in engineering. A scientific engineering calculation method on arch ring design is put forward and it can provide a theoretical basis for the design of thin-walled box concrete arch bridges constructed by cantilever pouring.