桥梁专业外文翻译 一种新的方式通过和半透过拱桥设计吊带

1、 中英文对译英文原文 A new way to design suspenders for through and half-through arch bridges R.J. Jillian, Y.Y. Chen, Q.M. Wu, W.M. Gaia and D.M. Penpusher Municipal Design & Research Institute, Sazhen, China1ABSTRACT It is well-known that, in through and half-through arch bridges, the suspenders are imp

2、ortant components since they connect the bridge deck to the arch ribs. The collapse of bridge deck or arch ribs may be induced once one or more suspenders are broken. In this paper,the traditional design way of the suspenders in through and half-through arch bridges is discussed first. Based on the

3、discussion, a new way to design suspenders for arch bridges is then put forward. The reasonability of this new way is proved by numerical analysis examples. The impact effect of the remaining components of the arch bridge due to the breakage of one or more suspenders is obtained by appropriate simul

4、ation using the comprehensive commercial software ANSYS. It can be concluded from the analysis in this paper that the new way to design the suspenders for the through and half-through arch bridges can assure the safety of the bridge effectively even though one or more suspenders happen to break.2 IN

5、TRODUCTION With the rapid development of new materials and construction technologies, the modern arch bridges are now entering a new era. The span length of the modern arch bridges is increasing,and the first two longest modern arch bridges are the Enchainment Yangtze River Bridge and the Lu Pu brid

6、ge, respectively. The Enchainment Yangtze River Bridge built in 2008 is a tied steel truss arch bridge with a span length of 552m; and the Lu Pu Bridge built in 2003 is a steel box arch bridge with a central span length of 550m. They are both half-through arch bridges and respectively located in Cho

7、ngqing and Shanghai, China.Arch bridges can be classified into three categories according to the relative positions between the deck and the arch: deck-arch bridge, half-through arch bridge and through arch bridge (Ch-eng J. et al. 2003). For both half-through arch bridge and through arch bridge, th

8、e suspenders are the important components since they connect the bridge deck with arch ribs and transfer kinds of loads from bridge deck to arches, and finally to foundation. However, at the same time they are the vulnerable members to be damaged or ruined, because they usually work both in formidab

9、le natural environment and under fatigue-induced cycling loads (Li D.S.et al. 2007). It is a fact that the service life of the suspender is much shorter than that of the arch bridge, and the suspenders must be replaced timely (Tang H.C. 2005).The damage to the bridge deck or arches may be induced wh

10、en one or more suspenders break, sometimes, even the collapse of the arch bridge may happen. In recent years, the accidents of arch bridges collapse caused severe casualties and huge economic loss (Li D.S.and Ou J.P. 2005 ). In order to know well about the health condition of suspenders, kinds of re

11、altime monitoring and diagnoses were conducted (Li D.S. et al. 2007). However, both the technologies and the materials for structural health monitoring and diagnose are not fully developed up to now (Li H.N. et al. 2008).In this paper, the traditional design way of suspenders in through and half-thr

12、ough arch bridges is discussed first. Based on the discussion, a new way to design the suspenders in through and half-through modern arch bridges is then put forward. With the application of this new way, the arch bridge will remain safe even though one or more suspenders happen to break.This new de

13、sign way is a different method from the health monitoring to control the safety of the modern arch bridges under the condition that the break of the suspender is uncontrollable.The reasonability and reliability of this new way is studied and proved by a numerical analysis example based on a real thr

14、ough arch bridge. The impact effect of the remaining components of the arch bridge due to the breakage of one or more suspenders is obtained by appropriate simulation using the comprehensive commercial software ANSYS. It can be concluded from the analysis in this paper that the new way to design the

15、 suspenders in modern arch bridges can assure the safety of the bridge effectively even though one or more suspend ers happen to break.3 DISCCUSION ON TRADITONAL DESIGN OF ARCH BRIDGE SUSPENDERSFor through-type and half-through-type arch bridges, the suspenders are anchored to arch ribs atone end an

16、d transverse beams at the other. Generally speaking, in the traditional arch bridge design the double-suspender anchorage (Fig.1) instead of the single-suspender anchorage is widely adopted in order to keep the arch bridge still safe and make the replacement of the suspenders more convenient when on

17、e suspender happens to break.Figure 1 : Double-suspender anchorage traditionally designed: (a) Parallel double-suspender anchorage,(b) Inclined double-suspender anchorage However, the two suspenders at the same anchorage are usually designed as the same both in material and cross sections; i.e., E1=

18、E2, A1=A2and 1=2, where E, A and are the elastic modulus, cross section area and inclined angles of the suspender, respectively. That means they have the same or similar stress and variation of stress in service. They are also under the same or similar corrosion environment since they are located at

19、 the same anchorage. Hereby, it can be concluded that the two suspenders at the same anchorage will fail at the same or similar time because of the almost equal level of both fatigue load and corrosion environment.Based on the discussion above, it can be seen that the double-suspender system designe

20、d in the traditional way will not improve both the safety of the arch bridge and the convenience of suspenders replacement compared to the single-suspender system.4 A NEW WAY TO DESIGN ARCH BRIDGE SUSPENDERS In order to keep the remaining structure of arch bridge still safe when one suspender happen

21、s to break, the double-suspenders must be designed with different service life. The only way to achieve this aim is to design the two suspenders at the same anchorage with different either material or cross section areas since they carry the same fatigue loads and are under the same corrosion enviro

22、nment.If the two suspenders at the same anchorage are designed with different materials, the extra in convenience both in design and construction of the arch bridge will be induced. The better way is to make the two suspenders with different cross section areas A Fand AS(Fig.2)respectively. With dif

23、ferent cross section areas, the two suspenders at the same anchorage will have different stress levels and variation of stresses, that is to say, there are F,maxS,max, F,aF,a. max and a are the maximum stress and amplitude of the stress of the suspenders,respectively. Based on the basic theories of

24、the material fatigue, the material or member has different service lives with different maximum stress and stress amplitude.Figure 2 : Double-suspender anchorage designed in new way : (a) Parallel double-suspender anchorage,(b) Inclined double-suspender anchorageThereupon, the two suspenders at the

25、same anchorage may have different service lives if they are appropriately designed with different cross section areas even though they are made of the same material and under the same fatigue loads and corrosion environment. During the service life of the arch bridge, the suspender with the larger c

26、ross section will still keep the arch bridge safe when the suspender with the smaller cross section at the same anchorage happens to break.The reasonability and reliability of this new way to consider the suspender design will be proved by numerical comparison study on a trough-type modern arch brid

27、ge, Sazhen North Railway Station Bridge, using comprehensive commercial software ANSYS in the following section in this paper.5 NUMERICAL ANALYSIS EXAMPLE5.1 Description of Sazhen North Railway Station Bridge Sazhen North Railway Station Bridge with a span length of 150m is a through-type modern con

28、crete-filled steel tubular arch bridge. It was built in 2000 and located at the Sazhen North Railway Station, spanning all railways at that station. Rise-to-span ratio of this bridge is 1/4.5.The elevation view of the bridge is shown in Fig.3. The width of the general bridge deck is23.5m except at t

29、he end of the arch ribs with a bridge deck width of 28m. Horizontal cables in the steel box girders of the bridge deck are adopted to balance the horizontal force of the arch ribs. This bridge has two vertical arch ribs and each arch rib is composed of four concrete-filled steel tubes and thus has a

30、 truss cross section of 2.0m in width and 3.0m in height. The material properties of the bridge are listed in Table 1. The more details about this bridge is found in Li eta. (2002).5.2 Finite element model of the example bridge A detailed finite element model (Fig.4) of the example bridge was develo

31、ped using the comprehensive commercial software ANSYS. In this 3 dimensional (3D) finite element model,every component is appropriately modeled.As mentioned above, each arch rib is composed of four concrete-filled steel tubes. These concrete-filled steel tubes are modeled by BEAM4 element. Since the

32、 concrete-filled steel tube is a composite member, the equivalent cross sectional properties and material properties are obtained first by editing an APDL file based on some equivalence rules, and then assign these equivalent cross sectional properties and material properties to the corresponding be

33、am elements. The equivalent cross sectional properties and material properties of the concrete-filled steel tubes are listed in Table 2.The BEAM4 element is also adopted to model the arch rib bracings, the longitudinal steel box girders, the steel tubes connecting the four concrete-filled steel tube

34、s of the arch rib. The transverse steel girders of the bridge deck are model-led using BEAM188 element. The concrete plates on the top of the bridge deck are modeled as beam-grid using BEAM4 element. The suspenders are modeled by the LINK8 element. The cross section properties of these components ex

35、cept those of the transverse girders are listed in Table 3, BEAM188 element needs the cross section shape and dimensions as input information, the corresponding cross section properties will be calculated automatically by the program ANSYS. The connections between the longitudinal box girders and tr

36、ansverse girders, the concrete plates and the steel girders are all regarded as rigid and modeled by MPC184 elements. There are 4672 elements and 2448 nodes in total in this 3D finite element model.The boundary conditions of the 3D finite element model are also considered appropriately based on the

37、real situation of the bridge structure. In Sazhen North Railway Station Bridge,the arches are fixed rigidly to the piers. The horizontal cables in the steel box girders of the bridge deck are adopted to balance the horizontal force at the fixed point connecting arch rib sand piers. Since the piers a

38、re not considered in this 3D finite element model, the ends of the arch ribs should be treated as fixed in all degrees of freedom, and the horizontal cables are ignored hereby. The two longitudinal steel box girders are supported on the transverse beams located at the inner side of the pier, the bou

39、ndary conditions at these four ends of the two box girders are summarized in Table 4.There are two arch ribs in Sazhen North Railway Station Bridge and 17 double-suspenders are anchored in each arch rib. For the convenience of the following analysis, the anchorages of each arch rib are numbered from

40、 1 to 17 from west to east; the two suspenders at each anchorage are numbered as a and b for north arch rib, a and b for south arch rib, respectively.That is to say, the 34 suspenders in the north arch rib are marked as 1a, 1b, 2a, 2b, , 17a, and17b respectively; accordingly, those 34 suspenders in

41、the south arch rib are 1a, 1b, 2a,2b, , 17a, and 17b (Fig.5) .5.3 Impact effect study due to the suspender break When one or more suspenders break, there will be impact effect on the remaining structure and its other components. It is very important to know well the impact effect. In this section, t

42、he break of a suspender is appropriately simulated by assuming that two forces with equal value but opposite directions applied respectively to the broken suspenders anchorages on arch riband bridge deck decrease to 0 within a time slot t from the axial force value of that suspender.The impact effec

43、t due to a suspenders break on the other components of the bridge is studied by carrying out time-history analysis based on the 3D finite element model in ANSYS. Of course, the impact effect due to a suspenders break on the other components of the bridge is closely related to the time slot t and the

44、 structural properties of the bridge. For a bridge in service, the impact effect is mainly dependent on the value of the time slot t. Here the impact coefficient is defined as the ratio of the structural response under both the impact and deal loads to that only under the deal loads. The structural

45、response of the bridge under kinds of loads refer to the stress, bending moment, axial force, displacement, and so on. In order to determine the appropriate value of the suspender break time slot t for the following analysis, the relationship between the impact coefficient and the suspender breaktim

46、e slot tis studied based on different suspender break cases. Theoretically, when a suspender(a or a) breaks, the other suspender (b or b) at the same anchorage should be impacted mor strongly than other members of the bridge, such as bridge deck, arch rib, and so on. Because of the symmetric arrange

47、ment of the suspenders (Fig.5) in Sazhen North Railway Station Bridge, the suspenders anchored to anchorage 1 to 9 are chosen to carry out the break simulation and impact effect analysis. At each anchorage, assuming the a (or b) suspender breaks, the curve to represent the relationship between the i

48、mpact coefficient of the corresponding b (or a) suspender stress and the time slot tare obtained after the time-history analysis in ANSYS. The -t curves of four suspender break cases are plotted in Fig.6, shortest suspender 1a, second shortest suspender 1b, medium length suspender 5a and longest sus

49、pender9a.From Fig.6, it can be seen that relatively larger variation of happens when the value of the time slot tin the range of (0.01s, 1.0s) . When the suspender break time tis longer than 1.0s,the impact effect is small and varies little with the increment of the break time. When the suspender br

50、eak time tis shorter than 0.01s, the impact effect is obvious but varies little with the variation of the break time. So the impact effect due to the suspender break can be appropriately simulated and obtained by the time-history analysis if the break time slot t assumed to be shorted than 0.01s. In

51、 the following analysis, the time slot tis taken as the value of 0.001s.It can also be shown in Fig.6 that the impact effect induced by the shorter suspenders break is larger than that by the longer one.5.4 Analysis on the present design In the present design of the example bridge, every suspender i

52、s composed of 61×7mm parallel pre-stressed steel wires. The characteristic tension strength of the steel wires is 1670MPa. In this section, the safety of the remaining structure of the example bridge is studied in various cases assuming that different numbers of suspenders at different anchorag

53、es happen to break. Theoretically speaking, the two suspenders at the same anchorage should break at the same time since they are designed with the same material and cross section. When two suspenders at the same anchorage happen to break at the same time, the other suspenders, bridge deck,transvers

54、e girder and longitudinal girder close to that anchorage will break in succession. For example, when the suspenders 2a and 2b break at the same time, the suspenders 1a, 1b, 3a and3b will break successively, the concrete plate and the longitudinal steel box girder near to the anchorage 2 will break,

55、too (Fig.7). When the suspenders 7a and 7b break at the same time, the suspenders 6a, 6b, the concrete plate and the longitudinal steel box girder near to the anchorage 6 will fail successively (Fig.8).5.5 Analysis on new design Based on the new way put forward in this paper, the two suspenders at a

56、 same anchorage are hereby designed differently, one as 13-75 pre-stressed steel wire strand, the other 20-75pre-stressed steel wire strand. The suspenders 1a to 17a and 1b to 17b are assigned with13-75 pre-stressed steel wire strand, 1b to 17b and 1a to 17a with 20-75 pre-stressed steel wire strand

57、. The characteristic tension strength of the pre-stressed steel wire strand is 1860MPa.The allowable stresses of the steel wire stand are 744MPa and 930MPa, respectively for temporary and permanent situation. Two representative cases are studied, (1) the suspender 1a composed of 13-75 pre-stressed s

58、teel wire strand at the anchorage 1 breaks; (2) every suspender composed of 13-75pre-stressed steel wire strand at every anchorage, i.e. 1a to 17a and 1b to 17b, breaks at the same time. In each case, the stresses of the other suspenders at three phases are obtained and summarized, before the assumi

59、ng break, during the break and after the assuming break. The results of the two cases are shown in Fig.9a, b and 10a, b respectively. From Fig.9 it can be seen that suspender 1a break produces little impact effect on all other suspenders except suspender 1b, and suspender 1b can fully stand the obvious impact effect. It is shown in Fig.10 that when all the suspenders designed with 13-75 pre-stressed steel wire strand bre