With the rapid developments of the high-speed railway in China, a great number of long-span bridges have been constructed in order to cross rivers and gorges. At present, the longest main span of a constructed high-sp...With the rapid developments of the high-speed railway in China, a great number of long-span bridges have been constructed in order to cross rivers and gorges. At present, the longest main span of a constructed high-speed railway bridge is only 630 m. The main span of Hutong Yangtze River Bridge and of Wufengshan Yangtze River Bridge, which are under construction, will be much longer, at 1092 m each. In order to overcome the technical issues that originate from the extremely large dead loading and the relatively small structural stiffness of long-span high-speed railway bridges, many new technologies in bridge construction, design, materials, and so forth have been developed. This paper carefully reviews progress in the construction technologies of multi-function combined bridges in China, including com- bined highway and railway bridges and multi-track railway bridges. Innovations and practices regarding new types of bridge and composite bridge structures, such as bridges with three cable planes and three main trusses, inclined main trusses, slab-truss composite sections, and steel-concrete composite sections, are introduced. In addition, investigations into high-performance materials and integral fabrication and erection techniques for long-span railway bridges are summarized. At the end of the paper, prospects for the future development of long-span high-speed railwav bridges are provided.展开更多
An analytical model is presented to study vertical dynamic response of the ballastless track on long-span plate-truss cable-stayed bridges based on an explicit dynamic analysis method.In the model,the train,ballastles...An analytical model is presented to study vertical dynamic response of the ballastless track on long-span plate-truss cable-stayed bridges based on an explicit dynamic analysis method.In the model,the train,ballastless track and bridge are treated as a coupled vibration system with interaction.By simulating the dynamic process of the system,this paper discusses the distribution law of dynamic responses of the bridge deck and the bed slab.It shows the necessity of a base plate for the ballastless track on the long-span plate-truss cable-stayed bridge.Comparison of the influence of different train speeds and stiffness of the elastic vibration-damping pad on the dynamic responses of the bridge deck and the bed slab is also made.The reasonable stiffness value of elastic vibration-damping pad is proposed.展开更多
In a wind-vehicle-bridge(WVB) system,there are various interactions among wind,vehicle and bridge.The mechanism for coupling vibration of wind-vehicle-bridge systems is explored to demonstrate the effects of fundament...In a wind-vehicle-bridge(WVB) system,there are various interactions among wind,vehicle and bridge.The mechanism for coupling vibration of wind-vehicle-bridge systems is explored to demonstrate the effects of fundamental factors,such as mean wind,fluctuating wind,buffeting,rail irregularities,light rail vehicle vibration and bridge stiffness.A long cable-stayed bridge which carries light rail traffic is regarded as a numerical example.Firstly,a finite element model is built for the long cable-stayed bridge.The deck can generally be idealized as three-dimensional spine beam while cables are modeled as truss elements.Vehicles are modeled as mass-spring-damper systems.Rail irregularities and wind fluctuation are simulated in time domain by spectrum representation method.Then,aerodynamic loads on vehicle and bridge deck are measured by section model wind tunnel tests.Eight vertical and torsional flutter derivatives of bridge deck are identified by weighting ensemble least-square method.Finally,dynamic responses of the WVB system are analyzed in a series of cases.The results show that the accelerations of the vehicle are excited by the fluctuating wind and the track irregularity to a great extent.The transverse forces of wheel axles mainly depend on the track irregularity.The displacements of the bridge are predominantly determined by the mean wind and restricted by its stiffness.And the accelerations of the bridge are enlarged after adding the fluctuating wind.展开更多
为解决采用频域反射技术进行长电缆缺陷检测时,其结果易受低频段数据缺失占比的影响,而难以判断电缆缺陷极性的问题,该文提出一种基于频域反射技术的电缆阻抗失配点时频脉冲转换算法以实现缺陷的定位和极性判别。首先,采用2阶Nuttall自...为解决采用频域反射技术进行长电缆缺陷检测时,其结果易受低频段数据缺失占比的影响,而难以判断电缆缺陷极性的问题,该文提出一种基于频域反射技术的电缆阻抗失配点时频脉冲转换算法以实现缺陷的定位和极性判别。首先,采用2阶Nuttall自卷积窗的快速傅里叶计算方法对不同类型的电缆阻抗失配点进行定位。其次,提出电缆阻抗失配点时频脉冲转换算法,利用高斯窄带包络信号良好的频段调节能力和时频特性,详细阐述了时频脉冲的参数设计和极性判断方法。之后,运用仿真,对不同类型的阻抗失配点进行时频脉冲转换,验证了该算法的有效性。最后,采用该算法对实验室含接头长1500m的10k V XLPE电缆进行实验验证。仿真和实验结果表明:时频脉冲转换算法可以有效地定位长电缆阻抗失配点并且实现不同类型阻抗失配点的极性识别;同时,不同长度电缆阻抗失配点的时频脉冲转换结果不受低频段数据缺失占比的影响,有效提高了长电缆阻抗失配点的极性识别率。展开更多
文摘With the rapid developments of the high-speed railway in China, a great number of long-span bridges have been constructed in order to cross rivers and gorges. At present, the longest main span of a constructed high-speed railway bridge is only 630 m. The main span of Hutong Yangtze River Bridge and of Wufengshan Yangtze River Bridge, which are under construction, will be much longer, at 1092 m each. In order to overcome the technical issues that originate from the extremely large dead loading and the relatively small structural stiffness of long-span high-speed railway bridges, many new technologies in bridge construction, design, materials, and so forth have been developed. This paper carefully reviews progress in the construction technologies of multi-function combined bridges in China, including com- bined highway and railway bridges and multi-track railway bridges. Innovations and practices regarding new types of bridge and composite bridge structures, such as bridges with three cable planes and three main trusses, inclined main trusses, slab-truss composite sections, and steel-concrete composite sections, are introduced. In addition, investigations into high-performance materials and integral fabrication and erection techniques for long-span railway bridges are summarized. At the end of the paper, prospects for the future development of long-span high-speed railwav bridges are provided.
基金supported by the National Natural Science Foundation of China(Grant No.NNSF-U1334201)the National Basic Research Program of China("973"Project)(Grant No.2013CB036206)the Sichuan Province Youth Science and Technology Innovation Team(Grant No.2015TD0004)
文摘An analytical model is presented to study vertical dynamic response of the ballastless track on long-span plate-truss cable-stayed bridges based on an explicit dynamic analysis method.In the model,the train,ballastless track and bridge are treated as a coupled vibration system with interaction.By simulating the dynamic process of the system,this paper discusses the distribution law of dynamic responses of the bridge deck and the bed slab.It shows the necessity of a base plate for the ballastless track on the long-span plate-truss cable-stayed bridge.Comparison of the influence of different train speeds and stiffness of the elastic vibration-damping pad on the dynamic responses of the bridge deck and the bed slab is also made.The reasonable stiffness value of elastic vibration-damping pad is proposed.
基金Projects (U1334201,51525804) supported by the National Natural Science Foundation of ChinaProject (15CXTD0005) supported by the Sichuan Province Youth Science and Technology Innovation Team,China
文摘In a wind-vehicle-bridge(WVB) system,there are various interactions among wind,vehicle and bridge.The mechanism for coupling vibration of wind-vehicle-bridge systems is explored to demonstrate the effects of fundamental factors,such as mean wind,fluctuating wind,buffeting,rail irregularities,light rail vehicle vibration and bridge stiffness.A long cable-stayed bridge which carries light rail traffic is regarded as a numerical example.Firstly,a finite element model is built for the long cable-stayed bridge.The deck can generally be idealized as three-dimensional spine beam while cables are modeled as truss elements.Vehicles are modeled as mass-spring-damper systems.Rail irregularities and wind fluctuation are simulated in time domain by spectrum representation method.Then,aerodynamic loads on vehicle and bridge deck are measured by section model wind tunnel tests.Eight vertical and torsional flutter derivatives of bridge deck are identified by weighting ensemble least-square method.Finally,dynamic responses of the WVB system are analyzed in a series of cases.The results show that the accelerations of the vehicle are excited by the fluctuating wind and the track irregularity to a great extent.The transverse forces of wheel axles mainly depend on the track irregularity.The displacements of the bridge are predominantly determined by the mean wind and restricted by its stiffness.And the accelerations of the bridge are enlarged after adding the fluctuating wind.
文摘为解决采用频域反射技术进行长电缆缺陷检测时,其结果易受低频段数据缺失占比的影响,而难以判断电缆缺陷极性的问题,该文提出一种基于频域反射技术的电缆阻抗失配点时频脉冲转换算法以实现缺陷的定位和极性判别。首先,采用2阶Nuttall自卷积窗的快速傅里叶计算方法对不同类型的电缆阻抗失配点进行定位。其次,提出电缆阻抗失配点时频脉冲转换算法,利用高斯窄带包络信号良好的频段调节能力和时频特性,详细阐述了时频脉冲的参数设计和极性判断方法。之后,运用仿真,对不同类型的阻抗失配点进行时频脉冲转换,验证了该算法的有效性。最后,采用该算法对实验室含接头长1500m的10k V XLPE电缆进行实验验证。仿真和实验结果表明:时频脉冲转换算法可以有效地定位长电缆阻抗失配点并且实现不同类型阻抗失配点的极性识别;同时,不同长度电缆阻抗失配点的时频脉冲转换结果不受低频段数据缺失占比的影响,有效提高了长电缆阻抗失配点的极性识别率。
