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Southwest Jiaotong University Master Degree Thesis Classified Index: U448.27 U.D.

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Southwest Jiaotong University Master Degree Thesis

STRUCTURAL BEHAVIOR OF LONG SPAN PRESTRESSED CONCRETE CABLESTAYED BRIDGE WITH UNEQUAL HEIGHT OF PYLONS

Grade: 2009 Candidate: Didier D. BOKO-HAYA Academic Degree Applied for: Master Degree Speciality: Bridge & Tunnel Engineering Supervisor: Prof. Li Yadong

May, 2013

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The core purpose of this thesis was to investigate the structural behavior of the Second Fuling Wujiang River Bridge, which is a long-span prestressed concrete (PC) cable-stayed bridge (CSB) in China with unequal height of pylons. In this thesis, an improved approach for the structural behaviour of long-span prestressed concrete cable-stayed bridge with unequal height of pylons was proposed using full finite element analysis (FEA) model of the bridge. Works carried out in this research considered background knowledge and structural behavior (such as displacement, stress, stability and natural vibration factor) during construction and operation stages of the project. Finally dynamic analysis on the seismic effect and wind stability resistance was carried out. The results showed that: each member of the superstructure possesses greater safety factors, which means the design had met the requirements.

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Abstract
With the growth, complexity and size in traffic flow throughout the world in the past years, use of modern Prestressed Concrete (PC) technique emanated in the field of bridge engineering. This kind of technique was a solution for the need to control structural behavior on elements in bridges. Hence, over a period of time, bridge engineers generated a large pattern for utilization. And as a result of this development in the use of the technique today, most bridge structures are built and have become popular worldwide. However, the cable-stayed bridge (CBS) with unequal height of pylons is rare. Some of the salient information about this type of bridge included: structural behavior and design parameters, and good design in terms of ability to accurately foretell the field response of the final structure to all types of loading. As competition in the cables-stayed bridge was approaching its stiffest levels, insight into the information derived from these researches provided better services while gaining a competitive edge in terms of economy, aesthetics, bridge superior appearance, bridge safety, quick, efficient construction and long-span capabilities. However, the magnitude of this field has recently become so immense that analysis manual is not feasible any more. Therefore, more perplexed analysis was essential to get such detail from the structural behavior. These techniques have been proved to perform very important tasks such as static, stability and dynamic behavior. Engineers, probably the most important of all the above tasks, can be simply writing up as a process of bridge guideline. Some few works has been done with the aim of generating recommendations to this kind of bridge which can help bridge engineers to take some decisions based on the new detail mined from the large amount of data for CSB with unequal height of pylons building up. The cable-stayed bridge with unequal height of pylons rules requires that the bridge engineers have to define important parameters which should be the minimum document and confidence. But this is so hard to set when no background information concerning the dataset is clearly known. This research primarily investigated the potential of the Second Fuling Wujiang River Bridge, cable-stayed bridge with unequal height of pylons approach in improving its performance. A detailed study of the structural behavior of the asymmetric long-span Prestressed Concrete Cable-Stayed Bridge using unequal height of pylons was proposed. An improved approach was also proposed. Based on the Chongqing Second

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Fuling Wujiang River Bridge, an asymmetric cable-stayed bridge with unequal height of pylons was simulated by using FEM programs MIDAS/Civil software. To accomplish these tasks, the bridge structural behaviour on both, construction and operation phase such as displacement, stress, stability and natural vibration factor has been analyzed. The following results were obtained: the girder static performance, investigated by FEM models the cables and pylons. Furthermore, the girder under construction was analyzed. Finally, dynamic analysis was carried out on the seismic effect and stability resistance of the bridge. These results showed that the bridge structural behaviour satisfied the requirement of the related design codes and proved to be reliable. These results can later be interpreted or labeled according to the cable-stayed bridge specific requirements.

Key words: Structural behavior; cable-stayed bridge; Finite Element Method, asymmetric; unequal height of pylons.

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TABLE OF CONTENTS
Abstract ...................................................................................................................... III TABLE OF CONTENTS ............................................................................................ V LIST OF FIGURES .................................................................................................. VII LIST OF TABLES ..................................................................................................... IX LIST OF NOTATIONS AND ABBREVIATIONS ................................................... X 1. NOTATIONS .................................................................................................... X 1.1 ROMAN UPPER CASE LATERS .......................................................... X 1.2 Roman lower case letters......................................................................... XI 1.3 Greek lower case letters ......................................................................... XII ABBREVIATIONS ......................................................................................... XII

2.

ACKNOWLEDGEMENTS .................................................................................... XIII CHAPTER 1 INTRODUCTION............................................................................ 1 1.1 1.2 1.3 DEVELOPMENT AND CHARACTERISTICS................................................ 1 HISTORICAL EVOLUTION ............................................................................ 5 ENGINEERING BACKGROUND AND SIGNIFICANCE ............................. 7 1.3.1 Engineering background ........................................................................... 7 1.3.2 Significance of the research .................................................................... 11 OBJECTIVES ................................................................................................... 12 SCOPE AND METHODOLOGY .................................................................... 13 THESIS OUTLINE .......................................................................................... 14 BASIC PRINCIPLES AND IDEAS OF THE FE ANALYSIS ....................... 15 2.1.1 Static analysis .......................................................................................... 17 2.1.2 Dynamic analysis .................................................................................... 17 2.1.3 Stability analysis ..................................................................................... 18 CONSTRUCTION METHODS ....................................................................... 20 THE STRUCTURE FINITE ELEMENT MODEL.......................................... 23 3.1.1 Computational model .............................................................................. 23 3.1.2 Calculation parameters ............................................................................ 26 CONSTRUCTION PROCESS ANALYSIS ..................................................... 35 3.2.1 Construction stages definition ................................................................. 35 3.2.2 The maximum double cantilever stage.................................................... 39 3.2.3 Stress and displacement analysis in construction .................................... 40 3.2.4 Cable force on construction and finished dead state ............................... 42 COMPLETED STATE ANALYSIS ................................................................ 43 3.3.1 Analysis of distributed load effects ......................................................... 43

1.4 1.5 1.6 2.1

CHAPTER 2 STRUCTURE ANALYSIS AND CONSTRUCTION ................ 15

2.2 3.1

CHAPTER 3 STATIC PERFORMANCE .......................................................... 23

3.2

3.3

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3.3.2 Effect analysis of load combination ........................................................ 49 3.3.3 Limited state analysis .............................................................................. 52 3.4 3.5 4.1 BRIDGE STABILITY ANALYSIS ................................................................ 55 3.4.1 Bridge stability analysis .......................................................................... 56 SUMMARY...................................................................................................... 59 STRUCTURE DYNAMIC ANALYSIS THEORY OVERVIEW .................... 60 4.1.1 FE method for solving natural vibration frequencies and mode shapes . 63 4.1.2 Dynamic analysis of the earthquake........................................................ 64 4.1.3 Vibration characteristics analysis results. ............................................... 65 SEISMIC PERFORMANCE ............................................................................ 68 SUMMARY...................................................................................................... 74 CONCLUSIONS ............................................................................................. 75 FUTURE WORK.............................................................................................. 76

CHAPTER 4 DYNAMIC PERFORMANCE ..................................................... 60

4.2 4.3 5.1 5.2

CHAPTER 5 CONCLUSION AND FUTURE WORK ..................................... 75

REFERENCES ......................................................................................................... 77

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LIST OF FIGURES
Figure 1.1 View of different styles of cable-stayed bridges with different heights of pylons................. 6 Figure 1.2 General layout of Fuling River Bridge over Wujiang River (Units: cm)............................... 9 Figure 1.3 Arrangement plan of the main tower section (Units: cm) ...................................................... 9 Figure 1.4 Arrangement plan of deck section (Units: cm) ...................................................................... 9 Figure 3.1 Overall linkage model ......................................................................................................... 25 Figure 3.2 Elastic link ........................................................................................................................... 25 Figure 3.3 Pier and Girder .................................................................................................................... 25 Figure 3.4 Full bridge cross section (transversal) ................................................................................. 26 Figure 3.5 Configuration of both towers elevation with its cross sections ........................................... 27 Figure 3.6 Configuration of cables (106 cables from higher to lower tower) ....................................... 28 Figure 3.7 Main beam prestressed steel beam layout............................................................................ 29 Figure 3.8 Stress of the girder and tower upper edge............................................................................ 39 Figure 3.9 Stress of the girder and tower lower edge............................................................................ 39 Figure 3.10 Stress of the cables ............................................................................................................ 40 Figure 3.11 Displacement of towers top at different construction stages ............................................. 40 Figure 3.12 Stresses in Seg.No.0 of girder at different construction stages .......................................... 41 Figure 3.13 Stresses of both towers bottom section at different construction stages ............................ 41 Figure 3.14 Stresses at the upper flange of tower and girder on dead load at completed stage ............ 44 Figure 3.15 Stresses at the lower edge of tower and girder on dead load at completed stage ............... 44 Figure 3.16 Stressed in all cables on dead load at completed stage ...................................................... 44 Figure 3.17 Structure displacement on dead load at completed stage (unit: cm) .................................. 44 Figure 3.18 Stresses at the upper flange of tower and girder on live load at completed stage .............. 46 Figure 3.19 Stresses at upper flange of tower and girder on dead and live load at completed stage .... 46 Figure 3.20 Stress amplitude on live load at completed stage .............................................................. 46 Figure 3.21 Maximum displacement under vehicle load -City A ......................................................... 47 Figure 3.22 Minimum displacement under vehicle load -City A .......................................................... 47 Figure 3.23 Displacement under pedestrian load .................................................................................. 47 Figure 3.24 Action of the main beam displacement under live load (Pedestrian+ City A) ................... 48 Figure 3.25 Stress envelope in the structure upper edge under ultimate limit state .............................. 53 Figure 3.26 Stress envelope in the structure lower edge under ultimate limit state .............................. 53 Figure 3.27 Stress of all cables under ultimate limit state..................................................................... 53 Figure 3.28 Displacement of all structure under ultimate limit state .................................................... 53 Figure 3.29 Stress envelope in the structure upper edge under serviceability limit state ...................... 54 Figure 3.30 Stress envelope in the structure lower edge under serviceability limit state ...................... 54 Figure 3.31 Stress of all cables under serviceability limit state ............................................................ 55 Figure 3.32 Displacement of all structure under serviceability limit state ............................................ 55 Figure 3.33 Configuration of first five buckling mode ......................................................................... 57 Figure 3.34 Configuration of the first five instability modes diagram .................................................. 59

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Figure 4.1 Free vibration mode shapes ................................................................................................. 67 Figure 4.2 Seismic wave ....................................................................................................................... 69 Figure 4.3 Stress of the bridge upper edge under load combination I ................................................... 71 Figure 4.4 Stress of the bridge lower edge under load combination I ................................................... 71 Figure 4.5 Stress of the bridge upper edge under load combination II ................................................. 72 Figure 4.6 Stress of the bridge lower edge under load combination II ................................................. 72 Figure 4.7 Stress of the bridge upper edge under load combination III ................................................ 72 Figure 4.8 Stress of the bridge lower edge under load combination III ................................................ 73 Figure 4.9 Stress envelop on upper edge of the bridge ......................................................................... 73 Figure 4.10 Stress envelop on lower edge of the bridge ....................................................................... 73

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LIST OF TABLES
Table 1.1 Selected Cable-Stayed Bridges with different heights of pylons ............................................ 7 Table 1.2 Input-output ............................................................................................................................ 8 Table 1.3 Main Geometric Data of Fuling Wujiang River Bridge ........................................................ 10 Table 2.1 Different staging construction ............................................................................................... 21 Table 3.1 Number of nodes and different elements .............................................................................. 24 Table 3.2 Cable parameter .................................................................................................................... 29 Table 3.3 Material parameters .............................................................................................................. 30 Table 3.4 Summarizes the material properties for the cables................................................................ 32 Table 3.5 Load parameters .................................................................................................................... 33 Table 3.6 Construction stages/phases definitions ................................................................................. 36 Table 3.7 Construction and finished cable force ................................................................................... 42 Table 3.8 Cable forces and stresses on dead load at completed stage with creep and shrinkage of 10 years concrete.................................................................................................................. 45 Table 3.9 Most unfavorable stress in control section under all kinds of loads (unit: MPa) .................. 48 Table 3.10 Load combination ............................................................................................................... 49 Table 3.11 Most unfavorable stress in control section under the load combination above (unit: MPa)..................................................................................................................................... 50 Table 3.12 Five first-order condition stable coefficient results............................................................. 56 Table 3.13 Five first-order condition Instability modes coefficient results .......................................... 58 Table 4.1 Vibration characteristic value table at the completion state .................................................. 66 Table 4.2 First 50 order cycles and effective converted vibration mass ratio ....................................... 69

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LIST OF NOTATIONS AND ABBREVIATIONS


1. NOTATIONS
1.1 ROMAN UPPER CASE LATERS E F M
2 Modulus of elasticity N / m

Force

[N]

Moment The structure of the overall elastic stiffness matrix; Overall geometric stiffness matrix structure; Geometric nonlinearity elastic stiffness of the overall structure matrix; External load increment Tangent stiffness matrix Shear modulus Equivalent elastic modulus of the inclined cables
2 Area m

KD
KG

KDL F KT
G
Eeq

A D F I L T K

Displacement dynamic amplification factor Force

[N] [ m] [ s]

2 Moment of Inertia mm

Length

Period time

3 Stiffness matrix EI / L

C
P L DL LL IL Kh Kv

Damping matrix Mass matrix External force (dynamic loads) vector Load Dead Load Live Load (include vehicle load and pedestrian load) Imposed Load Horizontal seismic coefficient Vertical seismic coefficient or damping coefficient

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1.2 Roman lower case letters


A m k ls lm Acceleration
2 m / s Distributed designing bending momen

[ kN .m]

[ N / m] Length of Side Span [ m] Length of Middle Span m [ ]


Spring constant Stability safety factor Node displacement matrix Variation of nodes displacement matrix Equation order Eigen values Concrete tensile stress: Compressive strength of concrete Creep coefficient Shrinkage strain: Pipe friction factor Pipeline deviation coefficient: Weight per unit volume of cable steel Length of the cable stays horizontal projection in m Stress of the strand (tension in the cables), in Displacement
2 N / mm

con

f pk

lc

[ m]

x x

Velocities Accelerations Element displacement Mass Density Natural frequency Hz [ ] Acceleration vector
2 m / s

u, v

c v f

Damping coefficient N .s / m [ ] Velocity m / s [ ] Frequency Hz [ ]

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1.3 Greek lower case letters

d i Poissons ratio Damped angular frequency Natural frequency of the load


[ ]

[ rad / s] [ Hz ]

2. ABBREVIATIONS

FEM FEA RC DC PC DOF Max Min Seg. No. BC CS ACAF IF LTAF PTH8/9/10' CA H7' SWJTU SLS ULS M I STI PTDCG TIGR TIOST STD NTDCG TDGR ACS LT HT

Finite Element Method Finite Element Analysis Reinforced Concrete Diameter of cables Prestressed Concrete Degrees of freedom Maximum Minimum Segment Number Boundaries conditions Construction Stage All Cable Adjusted Force Initial Force Lower Tower Adjusted force Patch Tendon H8/9/10 Cable Adjusted H7' South West Jiaotong University Serviceability Limit State Ultimate Limit State Mass per unit length Moment of Inertia System Temperature Increase Positive Temperature Difference between Cable and Girder Temperature Increase in Girder Roof Temperature Increase in One Side of a Tower System Temperature Decrease Negative Temperature Difference between Cable and Girder Temperature Decrease in Girder Roof Adjust Cable stage 2 Lower Tower Higher Tower

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ACKNOWLEDGEMENTS
First and foremost, my due thanks go to the Almighty God for all his love, protection and guidance that has been with me up to the present time. I would like to thank my advisor, mentor, Professor LI YADONG, the heads, Department of Bridge Engineering in SWJTU for seeing me through this long journey. Most importantly, his kind of instruction in research ways, academic rigor, patience and guidance at critical points are invaluable and worth emulating. Without his support, guidance and vision this project would have not been made possible. Despite his busy agenda, Prof. LI has always made time to read through, edit and discuss over my project ideas. Apart from his strange technical skills, and his deep knowledge of the professional area, he provided me with very useful experience and views related to various aspects of professional life that have contributed greatly to the successful of my work. I will forever be indebted to him for his generosity, for having faith in my abilities and for helping me make this significant work experience highly agreeable. I would also like to thank his family, especially his wife Xu Huifen Laoshi for all her excellent mother role, for their friendship and support through the years. I would also like to thank the following people for their support in this endeavor: Dr. YAO Changrong, other advisor, and mentor, who has been a role model to me during this dissertation. Prof. LI YONGLE, other mentor who has also been a role model to me. Dr. Zhang XUN, Dr ZHOU, Mr. GU Ying and WANG Hupeng thank for your help and friendship. Mr. Zhang Qin, brother and best friend, role model, Zhang Qin has helped me out more than a few times, and his ability is unmatched. I would like to extend my appreciation to my colleagues, with whom I share the supervision of Prof. LI, for being dependable reference points when testing my ideas. Besides, I am grateful to their classmates who helped me. It was very appreciable to have such kind of friends. Also, my special thanks go to Beninese as well as to Chinese Governments for kindly granting me the esteemed scholarship for this thesis. In this regard, I

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sincerely thank all the officers and staff of the Foreign Affairs Office who have been I especially want to extand word of thanks to Prof. AWANOU C. Norbert, Prof. B. KOUNOUEWA and Prof. A. AKPO, whos the first one, is the head Director and the others the LPR technical staff. You have been very kind to us, going above and beyond your duties to help us and many other students else. The University (UAC) is very lucky to have you. G. KOTO NGOBI and O. MAMADOU, thank to both of you for your friendship. To my brother Koffi TOGBENOU, we have shared many experiences all the time. My sincere thanks also go to all these professors I have had in class for being accommodating and patient for my difficult time. As you know, words cannot express my all feeling and most sincere gratitude to my wonderful parents, my sisters, brothers, friends and relatives for them moral support. Without their love, endless support, and understanding, this would have not been possible. They are the main reasons I have been able to reach this point. This project is dedicated to all of them whose has been an integral part of my success.

Didier D. BOKO-HAYA
CHINA, May 2013

Southwest Jiaotong University Master Degree Thesis

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Chapter 1 INTRODUCTION
1.1 DEVELOPMENT AND CHARACTERISTICS
The first cable-stayed bridges in modern times were developed by European bridge engineers. It was founded in the 17 th and 18th century respectively by Faustus Verantius (1617) and Immanuel Lscher (1784). As steel was not yet identified back then, strings and wood were used instead of cables [1-2]. In 1823, the famous French Engineer and scientist Claude Navier published the results of a study on bridges with the deck stiffened by wrought iron chains taking both, fan/harp shaped system, into consideration. Suspension combining system idea with stays to achieve more efficient structural systems had not been completely forgotten after the days of Brooklyn Bridge, New York, USA in 1883. Thereby, in 1938 Dischinger proposed a system in which the central part of the span was carried by a suspension system whereas the outer parts were carried by stays radiating from the pylon top. It was suggested for a cable supported bridge with a main span of 750 m long to be built across the Elbe River in Hamburg. After World War II (1939-1945), German engineers pioneered the design of cablestayed bridges to obtain optimum structural performance from material like steel which was in short supply. To improve the highway transportation system, innovation and inexpensive bridge design challenge were founded by German engineers to change most of the Rhine and Elbe river crossings which were destroyed during World War II. But many of these early bridges collapsed because the numeric calculation methods were rather sketchy. Disappeared for over a century, it reappeared in the mid-1950s and exceeded almost all competing systems so far in both bridges in rail and road. Engineers then begin a new era and large extent has been obtain much longer in recent years for CSB due to the progressed technique of structural analysis tools permitting calculation of bridge cable forces throughout the erection period and thereby assuring the efficiency of entire cables in the structure. Such kind of calculations was firstly made in connection with the erection of the Stroemsund Bridge. Freyssinet (18791962) is a great pioneer for concrete bridges built and designed with the creation of prestress [8]. The goal of using prestress was the complete elimination of tensile stresses in the concrete and under the action of service loads. Also the elimination of possible deformations, cracks, and the increase of load capacity gained from the use of high-strength reinforcement.

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Stroemsund Bridge in Sweden (1955) was the first modern CSB designed and built in Europe by Dischinger. Since then, many cable-stayed structures with both concrete and steel bridge decks have been constructed [6, 25, 28, 30, 32,42]. The use of PC technology until now, has greatly participated in many structures development. CSB structure reappeared and bridge designers have focused more in its dynamic performance. Therefore with the span enlargement of the bridge type structure, attention was given to its seismic stability, wind resistant and vibration [10, 11, 30]. The Theodor H. Bridge across the Rhine was opened to traffic in 1957. With a main span of 260 m long, it introduced the harp-shaped cable system with parallel stays and a freestanding pylon. In 1960, Maracaibo Bridge in Venezuela (8.7km long with 135 spans) was inaugurated two years later, which is the first multi-span PC cable-stayed bridge in the world. Both of, pylons and deck were made of concrete, thereby introducing a structural material that had not before been used in the main elements of cable supported bridges. The Sunshine Skyway Bridge (1982) in Tampa, Florida, had set a new record for concrete bridges, with a main span of 365 m long, and was the first CSB to attach cables to the center of its roadway as opposed to the outer edges. The next year, Dames Point Bridge in Jacksonville, Florida, exceeded the previous record held by the Sunshine Skyway Bridge. One decade before 1980s, the structural system was confined mainly by United States and Western Europe; which found application in the past three decades all over the world because of it economy and elegant appearance. Nowadays, CSB were adopted widely in Asian countries and most of the bridges with the longest spans are located in Asia, particularly in China and Japan. The Yunyang Bridge in Sichuan province, completed in 1975, is one of the earliest CSB in China. Over the last thirty years, the rapid development of cables structures, particularly CSB (with medium span over 600 m), reflected the growing interest in construction. Some famous bridges build included: the (602 m) Shanghai's Yangpu Bridge (1994) with main span of 602 m, which was surpassed within a half year by the Normandy France Bridge (1995) with its central span of 856 m long, the Sutong Bridge (Yangtze River, China in 2008) with central span of 1088 m exceeds the previously record held by the Tatara Bridge (1999) with central span of 890 m in Japan (Hiroshima), and come from behind is the Russky Bridge (2012) with central span of 1104 m.

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The project cases above show that this technique could be applied to an area previously reserved for suspension bridges. CSB structures require modern technology and high quality materials in which the cables are probably the most important component. In addition, comparing the RC and PC bridges are more economically competitive and aesthetically superior due to the employment of high-strength materials. Therefore, in order to expand span lengths over 1000m, designers have always expected to design economical structures that are safe, usable, and durable [7,12,14,30,45]. Until today, the box girder section was the last solution found, for PC bridges, to built greater spans in terms of the bridges super structures. And this is due to its characteristics such as the material of construction (timber, concrete and steel or a combination of materials such as RC, PC deck and steel stringers, typical for many highway bridges super-structures), the span lengths, the structural forms/types, the load path characteristics, usage, moveable bridges position and the type of deck for combination. A great number of CSB fit in with most surrounding environments and can be varied by modifying the tower and cable arrangements, have been designed and constructed in the worldwide
[3-4]

. Thereforte, CSB is becoming more and more fierce and popular

choice in the worldwide. According to the CSB arrangement system, four major basic classes are keeping until now (Walther, 1981): cables are made nearly parallel by attaching cables to various points on the pylon(s) and the height of attachment of each cable on the pylon is similar to the interval from the pylon along the roadway to its lower attachment in a harp design. Contrary to a harp, in a fan design all the cables are connect or pass over the top of the pylon(s). The Semi-Harp system and Asymmetric system, the common systems in CSB are the fan and harp systems. The first is mostly used in the form of a changed fan system in which the cable anchorage points are extend over a certain height at the pylon top. During the rigidity studying offered by the system of cable stay itself and by deducing that the pylon and the girder provide the axial resistance while the fan-shaped system was defined by Gimsing as a system which is stable of the first order [27]. Cable-stays are basically disposed in two dispositions which are two plane systems and single plane systems. Originally, sections of the box girder were adopted for torsion and lateral rigidity of the deck. A-frames, Trapezoidal portal frames, single or twin pylons, inverted Y shaped and other forms are the various possible shapes of pylon construction and alternative solution to suspension bridges for long spans
[5]

. The inverted Y pylon shape, behaves like a rigid closed

section in bending, along with the stays, which significantly reduces possible rotary

Southwest Jiaotong University Master Degree Thesis motion of the running surface (deck)
[47]

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. The beam section primary can use box -

shaped and other forms. A combination of different forms, such as parallel double, inclined or central single cable plane accompanied by a variety of different shape of the bridge towers, forming the rigid tower and light style floating bridge deck. CSB is a high statically indeterminate structure which can be analyzed and calculated in practical application by the method known as FEA. Deformation of the geometric nonlinear factors must be taken into consideration for long-span CSB. These structures have been designed with the primary objective of avoiding failure under static and dynamic loads and can be used to gain insight into the traffic flow. Furthermore, to the amendment the cable sag nonlinear impact Ernst formula in 1970s has been the CSB as a general linear elastic structure, according to the method of the ordinary linear displacement theory of structural mechanics analysis, which is an approximation processing method. But seventy years later, due to the emergence of long-span CSB, and the development of computational structural mechanics began finite displacement theory application to the analysis of the cable-stayed bridge up. The more mature approach is to use the moving coordinate iterative method to consider large displacements. Ernst formula correction cord elastic modulus considers the stay cables sag nonlinear impact introducing stability factor to consider the effect of the beam and column. CSB and others bridges type have some characteristics: span 250 ~ 600 m CSB is the most competitive bridge type, 600 ~ 1000 m, and cable-stayed bridge is the only suspension bridge competition opponents, where the stiffening girder moments can be reduce. The moments in the girders and supporting pylons can be controlled by a suitable choice of stay cables; uniform distribution of forces in pylons and deck girders results in efficient material utilization. CSB is adjustable in the construction process and operated for cable tension adjustment, it has a very important feature. Developed from the classical suspension bridges with cables anchored at the abutments and supported by solid pylons or towers, CSB deck system is supported by the hanger cables suspended from the pylons. Relatively to the suspension bridge, the overall stiffness of CSB which makes its under live load deflection is much smaller than the same span of suspension bridge. To understand more the behavior of the structure, comparison should be making between the load/displacement with strength/ductility. These researches enhance the current knowledge in understanding the structural behavior of the long-span CSB with unequal heights of pylons.

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1.2 HISTORICAL EVOLUTION


Cable-stayed bridge with unequal heights of pylons is rare structure. CSB spanning 250 ~ 600 m is more economical and preferred to conventional ones. On a wide river, towers of CSB are chosen on a large bridge span so as to ensure that the large span bridge tower is distributed on both sides of the river shore convenient construction. On narrow rivers bridge, the span is not big, so can choose single pylon cable-stayed bridge, but should consider channel navigation situation. Ganzhuxi Bridge is 402m (1,319ft) long with span combination of 118m (387ft) + 210m (689ft)+74 m (243ft). Jiangxi Bridge deck width is 35m (115ft), see Figure1.1.(a) Jiangxi Hukou Bridge is 3799m (12,464ft) long and main bridge of 636m (2,087ft) with span combination of 65m (213ft) + 123m (404ft) + 318m (1,043ft)+130 m (427ft). Located within the Poyang Lake in Jiujiang city Jiangxi province, the Jiangxi Bridge deck width is 27.5m (90ft), four traffic lanes and also asymmetric PC cable-stayed bridge with unequal height of pylons. Starting in November 1997, Jiangxi Bridge was open to traffic in November 2000, see Figure 1.1. (b) Wadi Leban, Riyadh Bridge designed by Seshadri Srinivasan, was built between 1993 and 1997. It carries 6 lanes of highway traffic, 763m (2,503ft) of total length and 35.8m (117ft) in width. Pylons respectively reach a height of about 175.5m (576ft) and 167.5m (550ft). Open to traffic in the year 2000, see Figure 1.1. (c) Jingzhou Yangtze River Highway Bridge is located between Bailuoji of Jianli Country over the South branch of the river, Jingzhou City, Hubei Province. The structure was constructed as a CSB with steel box girder. It carried 4 lanes of highway traffic, 4177m (13,704ft) of total length and 700m (2,297ft) in span. Starting in 1998, Jingzhou Yangtze Highway Bridge was open to traffic in 2002, see Figure 1.1. (d) Yunyang Yangtze River Bridge located at Chongqing, like many other bridges that are over Three Gorges reservoir, Yunyang Bridges total length is 1278.6m (4,195ft) and 318m (1,043ft) in main span, 104m (341ft) of height which the taller tower is 26m (85ft) long. Starting in 2002, Yunyang Yangtze Bridge was open to traffic in 2005, see Figure 1.1. (e) More bridges cases are shown in the following Table 1.1. For high and low pylon cable-stayed bridge with auxiliary pier settings, the performance research of stress effect rarely reported in the literature at present.

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(a) (b)

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(c)

(d)

(e)

(f)

Figure 1.1 View of different styles of cable-stayed bridges with different heights of pylons (a) Ganzhuxi River Bridge; (b) Jiangxi Hukou Bridge; (c) Wadi Laban, Riyadh Bridge; (d) Jingzhou Yangtze River Bridge; (e) Yunyang Yangtze River Bridge; (f) Second Fuling Wujiang Bridge

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Table 1.1 Selected Cable-Stayed Bridges with different heights of pylons

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Bridge Name Shuangbei Jiangxi Hukou jingzhou Yangtze Wadi Leban Ting Kau Shandong Binzhou bridge Yunyang Yangtze River Ganzhuxi main bridge Fuling Wujiang

Location Chongqing Jiangxi Hubei Riyadh Rambler Channel Shandong Chongqing Guangdong Chongqing

Countries China China China Saudi Arabia Hong Kong China China China China

Main Span(m) 330 636 700 405 475 300/300 1278.6 402 340

Open to Traffic 2009 2000 2002 2000 1998 2004 2005 2009

1.3 ENGINEERING BACKGROUND AND SIGNIFICANCE


1.3.1 Engineering background
(a) Location Located at Fuling District in Chongqing City, the project of the Fuling Wujiang River Bridge is about 500m (1,640ft) upstream from the East coast connection, in the Fuling Jiangdong Zone, and connected with the Fu feng Highway in the West side. The total bridge length of 1700m (5,577ft) and the main bridge of 590m (1,940ft) long span combination of 150m (492ft)+340m (1,120ft)+100m (328ft). The bridge is built by cantilever segmental construction method, asymmetric, PC cable-stayed bridge with unequal height of pylons/pillars. Pylons respectively reach a height of about 178.4m (585ft) and 130m (427ft) over the water, with the towers height to bridge length 66.40m (218ft) and 105.40m (346ft) as in .1.1.(f). At the deck level, the lower end of cables are anchored to the top of the middle of the diaphragms of the box girder and the tower foundation depth is about 8m, underwater depth of 10m or even more. The bridge deck consists of a composite structure made of steel box girders and C60 (according to Chinese Standard JTJ 23-85) pre-cast RC with girder depth of 3.5m and deck width of 25.5m (84ft), carrying 4 lanes vehicle traffic and 2 pedestrian lanes separated by a 5.5m (18ft) median strip where the central pylons are located. The deck is mainly supported by 106 cables, which 66 cables for the higher tower and 40 cables for lower towers, respectively. There are three segments of 6m (20ft), 4.4m (15ft) and 4.2m (14ft) for cantilever construction. The vehicle speed is, limited to 50 km/h.

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To ensure the Fuling Wujiang bridge life, health monitoring was developed to study its long-term behavior under normal operating conditions and to evaluate its structural health condition. In scale, it was the biggest project at Chongqing, which the operation construction started in October 2004, and was completed in September 25, 2009 with an overall cost of 36 million Chinese Yuan. It is a rare CSB with asymmetrical towers. (b) Structure The framework of this research covers the Second Fuling Wujiang River Bridge with the total length of 1700m (5,577ft). The main span 340m(1,120ft) long and both side spans are 150m(492ft) and 100 m(328ft). To arrange a cable-stays spacing of 6, 4.4, and 4.2 meters, and inclined cable position in the both towers of the rope from unity is 2.0 m. The main girder is of a composite steel box girder structure, which is based on the deck structure. The bridge has carries 4 lanes of highway traffic and 2 pedestrian lanes separated by a 5.5m (18ft) median strip where the central pylons are located on the 25.5m (84ft) wide deck. The superstructure is made out of hollow steel sections, whereas the towers substructures are made of reinforced concrete. The geometrical parameters are discussed in detail below for the mathematical model. The side to main span ratio ls/lm has a low value of 150.00/340.00=0.441 and 100.00/340.00=0.294 (Max girder deflection). The towers heights to bridge length ratio H1/L are 105.40/590.00=0.178 and 66.40/590.00=0.112 (Max tower deflection). The deck under-surface from the surface of the earth H2/H is respectively 73/178.40=0.409 and 63/129.40=0.487 respectively. Therefore, the box girder in the side span is filled with concrete to act as a counterweight. Detailed plans on the girder sections and cable diameter employed in the bridge are given in the chapter3. The dispositions and dimensions of the towers cross sections can be found in the chapter3 as well.
Table 1.2 Input-output
Input side to main span ratio ls/lm Tower height to bridge length ratio H1/L Tower box width Tower box depth Range Upper Lower 0.441 0.294 0.178 12.20m 14.20m 0.112 7.20m 11.20m Outputs Max girder deflection Max tower deflection Max tower moment Max tower moment

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Figure 1.2 General layout of Fuling River Bridge over Wujiang River (Units: cm)

Figure 1.3 Arrangement plan of the main tower section (Units: cm)

Figure 1.4 Arrangement plan of deck section (Units: cm)

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The main bridge dimensions are shown in the Table1.3 provided below and a summary of the geometric data can also be seen.
Table 1.3 Main Geometric Data of Fuling Wujiang River Bridge
Type of bridge Name of the bridge Name of the river Location Total length Spans length(L) Length main span (lm) Length sides spans Height pylon above girder( h) Total height H pylon concrete pylons Number of cables main span Number of cables side span Cable spacing main span Cable spacing side span Segment length Length key-segment Total number of lanes Minimum navigational clearance Number of concrete pylons Towers deck under-surface from the surface of the earth Height of river piers Total number of piers Total number of piles Depth of piles Total number of cables Average weight of cables Length of cables Cable Elastic or Youngs Modulus Concrete Elastic or Youngs Modulus Steel Elastic or Youngs Modulus Mass Density (Concrete) Cable-stayed Second Fuling Wujiang River Fuling Wujiang Fuling, Chongqing, China

1700.00m 590.00m 340.00m 150.00 / 100.00m 105.40 / 66.40m 178.40 / 129.40m 53 33 / 20 6.00m 4.20 / 4.40m 6.00m 6.00m
Bridge 4

10.00 m above the river

2
73 / 63 m
31.177 m

1
59 Reinforced Concrete piles
25 / 24 / 34 / 35 m

106 10.029 tonnes


Various from 30.194 to 231.323 m

Various from1.8073 E 05 to 1.9497 E 05 MPa Various from 3.972 E 04 to 4.25 E 04 M pa

2.05 E 05 MPa
2500 Kg / m 3

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Mass Density (Steel) Load Poissons Ratio, Diameter of cables (DC) Max road speed Specifications applied Construction end Design life of bridge Construction Cost

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7850 Kg / m3
LL 3.6 kN/m all over the span(4.0 kN/m2 intensity

n = 0.30
Various from 104.532 to 136.275 mm 50 Km / h for bridge
China Code September 2009

100 years
RMB 260 million

1.3.2 Significance of the research


With the growth of traffic flow throughout the world within the past several years, competition in the modern of using PC technique was one of the most relevant contributions to bridges engineering domain. In fact, unique in several ways, the cable stay systems usually modeled using bar/beam element for the global analysis of the structural response, firstly consist of three major components: cables, main girder and towers which has many innovations these three decades. Since these innovations until today, a great number of cable bridges have been designed and constructed worldwide. But there are still some issues which are not solved yet, although many bridges of this type have been constructed in the world. The structural girder system is used extensively for medium and long-span, and subsequently. It is well known that Eugene Freyssinet was the inventor of PC. This research helps comprehend the structural behavior of long-span PC cablestayed bridge with unequal height of pylons. Unfortunately, today there are many bridges engineers who do not fully understand the basic principles of the cable-stayed bridge type design and construction. In this research, the interrelationship between, yet finished structure and the various kinds of loads that affect the construction type is a major issue in the actual field operation. It identifies solutions areas and structural components for static and dynamic of the similar bridge event in the future. The overall goal in this thesis is to provide the latest state of the art on similar cables-stayed bridges type while elaborating upon the fundamentals and possibilities pertaining described above related problems to such bridge structures. The contents will relate, the Fuling Wujiang River Bridge at Chongqing, with unequal height of pylons using prestressed concrete, which was completed and put on traffic in September 2009.

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We shall try to show from an existing data whether this type of bridge is really a better solution between Girder Bridge and cable-stayed bridge. Therefore the structure would be helpful in studying the behavior of bridges under normal operating conditions. In the particular case of bridges with unequal height of pylons, it is especially important to choose an appropriate scheme of initial cable forces while the bridge is under dead load only. This research is of great business significance to the bridge engineers since the integration of domain expertise in the structural bridge process is looked forward to push for better structural results of the customers. Besides this work will also have an academic significance enclosed to it since which will form a basis for future extensions to this subject. One common analysis must be run against the cable-stayed bridge with unequal height of pylons database and find sets of items that appear together in many cases of this structure. If such kind of task is to be undertaken, then our research work will not be under-estimated.

1.4 OBJECTIVES
This proposed research primarily aims is to conduct in depth a study of the structural behavior of long span PC cable-stayed bridge with unequal height of pylons. Specifically, to improve their performance, these kinds of systems need to have more and more item-ratings. The design of the bridge makes the relevant recommendations as specific objectives of this project: The original design in variety of load combination, which is the characteristics of bridge structure stress and displacement, will be analyzed and then the horizontal and vertical stiffness of the bridge checked; Identify the issues faced by project participators during implementation of cablesstayed bridge; Proposal for the first issues how to improve the behavior of the bridge structure during construction and operating of the process; Learn civil engineering software as a tool and using skillfully FEM program such as MIDAS/Civil software; Simulate and analyze the static and dynamic characteristics of the whole model; Analyzed the differences in the forces distribution following the connection case and organized further calculations about the relationship between stiffness of deck, piers and pylons.

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Moreover, researches include investigating the static and dynamic behavior of the structural system, seeking to find a remedy for the shortcoming similar existence and provide a clear and comprehensive definition of this type of structure. The following are the main questions that the research should answer: Where we are now (structural system design parameters and criteria)? What is the structural behavior of long span cable-stayed bridges with unequal heights of pylons? What shall we suggest of a layout to give to the future similar bridge design?

1.5 SCOPE AND METHODOLOGY


Our research adopts the general framework for cables-stayed bridge construction and solely focuses on long span PC cable-stayed bridge with unequal height of pylons. Moreover, our objectives for this research are to retrieve structural behavior of the bridge such as the construction method statements, critical factors for implementation and to check the assumptions made in the structural design of the bridge in order for a better understanding and establish the baseline model of the bridge for assisting in future works. Our research aims to assess the construction method of cable-stayed bridge with unequal height of pylons, problems faced and the critical factors for successfully execution of this kind of bridge. In order to achieve objectives of this thesis, we have used the following methods and research techniques: We have obtained in the form of a design basis note, some specific requirements of geometric and structural design. A number of statutory procedures such as planning, consent and land acquisition need to be taken account for this kind of bridge construction which is at an early stage of development. In order to construct a feature vector for the cable-stayed bridge with unequal height of pylons, a very large raw of dataset, needs massive preprocessing before any bridge construction works. We adopt this uncommon structure to mine interesting relationships between popular structures by finding out structures frequently appreciated by the same way. For that purpose, we use the FE method according to the existing Chinese specification for the structural system
[48-53]

. The software is the commercial finite element one

named MIDAS/Civil to simulate the complete model and large scale of the design. Bridge finite element model will be created for static and construction analysis.

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Moreover, multiple plots and figures will show and compare the different shapes. The various results of the comparative analysis and the meaning of each shape will be discussed in depth. Structural behavior is beyond the scope of our research. However, the outcome of this study cannot be the situation of all construction processes in CSB.

1.6 THESIS OUTLINE


We have explored in this chapter, the following topics: In Chapter 1, we discuss about the long span PC cables-stayed bridge development and characteristics, the historical evolution of long span PC cable-stayed bridge with unequal height of pylons and the engineering background behind this research in general. Its cover issues of the significance, the objectives, scope as well as the methodology used for this research. In Chapter 2, we discuss the structure analysis and how to build it. We have give knowledge about the basic principles and ideas of the finite element analysis of long span PC cable-stayed bridge with unequal height of pylons. We describe in detail the concept of the designing and have provide the basic theory of static, dynamic and stability analysis of long span PC cable-stayed bridge . Chapter 3 discusses the static performance analysis of the structure. The structure finite element model is put on measures to determine computational model, as well as the model calculation parameters. We dwell much on stressing, deformation and stability analysis. The chapter also has different kinds of graphs plotted to show and compare the performances. Chapter 4 deals with dynamic performance analysis of the structure. We analyze, interpret and discuss the frequency and mode shapes results obtained under the design
code [50, 51].

In Chapter 5 lastly, we conclude our research; give some recommendations and calls attention to further related areas of research that may be useful. Extra to the chapters, additional results and input data for the analysis are provided in: NOTATIONS AND ABBREVIATIONS ACKNOWLEDGEMENTS REFERENCES

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Chapter 2 STRUCTURE ANALYSIS AND CONSTRUCTION


This chapter covers the technology required for the structure analysis and construction of PC cable-stayed bridges using the cantilever method. The first part deals with the basic principles and ideas of FE analysis, and pays particular attention to the static/net charge, live load/dynamic live load and stability analysis of long-span PC cable-stayed bridges with unequal height of pylons. The second part is dedicated to its construction methods. Large bridges require a stable construction condition which can carried heavy loads.

2.1 BASIC PRINCIPLES AND IDEAS OF THE FE ANALYSIS


The cable-stayed bridge is composed of three major components: cables, main girder and towers. Deck system is generally held up by the cables suspended which produce compressive forces within and utilised bar elements for the overall structural response analysis [16]. Its structural mechanics is highly redundant (statically indeterminate) structure, i.e., a structure in which the reactions/internal force cannot be obtained only from the equations of equilibrium. High strength use of cables in tension leads to economy in material, weight, and cost. The bridge deck must be involved in the carrying of these forces for economic design. At the points of cable attachments, the stiffening girder behaves as a continuous beam supported elastically. However, the deck distributes the loads between the stays under traffic loadings, which work as extending spring. The use of traditional structural mechanics calculation method of the whole bridge structure analysis has become very difficult. During the last two decades, the rapid development of commercially available computer programs, using the theory of FE calculation and analysis in structural design started to gain recognition and acceptance within the design communities. By the beginning of the 21st century, these approaches start to dominate many structural analysis procedures, incorporating the total system design. Corresponding FA analysis, software is also constantly being developed and has been widely utilised in a variety of engineering practice and scientific research area
[9, 18, 21]

. Structural FA analysis method is actu-

ally the structure of the matrix displacement method, similar to the basic principles of structural mechanics displacement method. The basic unknowns are the nodal displacements and equilibrium equations to solve the unknown quantity, and then calculate

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the structure internal forces. The procedure of structure FE analysis solving can be outlined as follows: Structural discretization Structure is usually divided into a number of different members, which is referred to as a unit suitable for analysis and will be connected with a junction point. The entire structure has become a limited cell assembly, which is the structural discretization. The finite deformation with a discrete FE modal is the most powerful tool utilised in the nonlinear analysis of the recent cable-stayed bridge. Discretization can be refers to the material area translation process of an objectbased model into an analytical model apt for analysis. In structural analysis, discretization can affect two basic analytic model types, containing: In a 3D system, each node has six DOF, each either constrained or free. The geometric and material properties of the structural elements are then characterized by line elements which simulate their physical behavior by following the mathematical relationships. Through application of the direct stiffness method, loading at node locations translates into displacement and stress fields which indicate structural performance. FE Model that a meshing procedure created a network of line elements and connected by nodes within a material continuum. Every line element of the local material simulates the structure physical properties and its geometric as well. The whole system loading and boundary conditions must be define, and the structural response digital formulation through the computational model as well. Element analysis The fundamental analysis must taken account the establishment of the element stiffness matrix. And each unit must be cut at its ends junction structure internal forces which acting on the unit cross section at both ends. Overall analysis As a synthese of the overall structure, each unit must be set while the deformation compatibility conditions and the equilibrium conditions at each junction must be satisfying. Then to solve these kinds of problems, we must combine the equilibrium conditions of the force with the compatibility conditions of displacements. Computer codes technology are the main tools of the modern engineering design process in the structural field. Many computer programs were promoted during the last several decades in the design of the engineer domain. Structure analysis has been a great breakthrough abroad and has appeared in many large-scale general-purpose FE

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analysis program, such as MIDAS, ANSYS, MSC/NASTRAN, SAP 2000, Algor (Super Sap), which are an Educational Version, limited in modules, numbers of nodes and elements available for students and academic staff [9]. Many others programs are also developed in the academic institutes, but these are completely baseless. On the other hand, ADINA, ABAQUS and SESAM are used in industry. These procedures pre/postprocessing has a good interface, convenient, powerful computational analysis capabilities and open secondary development system. For bridge engineering industry in the country, a large number of scholars, engineers design these general-purpose FE analysis program with the bridge structure to calculate the combination of extensive MIDAS and ANSYS number. MIDAS is bridge simulation software which has been widely used in a various bridge design cases and construction calculation. This thesis is to use MIDAS in space beam/bar element modeling and analysis.

2.1.1 Static analysis


Following the span size, the CSB structure static analysis is calculated using two theories. For a long-span CSB, cable sag is somehow large, incited the burdening of the girder which is not easy to solve. Large displacement, bending moment and axial force components caused by interaction, resulting in nonlinear CSB system factors, and must adopt deformation theory. When it need high tensile stresses for the last erected cables step, it apply low tensile stresses to the last cables due to the bending forces which can make the deck movement increase. The cables elasticity modulus can be modifying which directly provoke the cables non-linearity aspect. Usually, the sag effect augments when the cable length is important and in analysis models it is better to calculate by an iteration process the cable stiffness related to the cable stress in any particular stage or the effective Youngs modulus can be used [34]. The CSB nonlinear mainly includes material, geometric nonlinearity and beam-column effect as well. At present, all adopt numerical solution method such as incremental, iterative and hybrid method to calculate the approximate solution. Cable static behavior basic formulation was formulated by Peterson [29] and more details in the recommendation on cable-stays [35].

2.1.2 Dynamic analysis


Accurate dynamic modeling of a cable structure is a particularly difficult problem due to the nonlinear behavior of cables (large bending and axial deformation effect). Dynamic forces have an important role in CSB. Therefore, the present work quests the dynamic behavior of CSB with unequal height of pylons. There is a dynamic response

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by CSB under the influence of the environmental loads such as moving/traffic loading, the gusts of strong wind and seismic [20, 22]. These influences have the effects as to provoke the vibration of the bridge structure, which augment the static internal forces. Moreover, in the severe cases can lead to the complete destruction of the bridge structure. On other hand, the influence of the dynamic deformations of the pylons and also the serious influence of the axial forces of the stiffening girders/deck, caused by the cable-tensions excite the bridge in a simultaneous axial dynamic movement. The CSB dynamic analysis is concerned with its seismic resistant and aerodynamic stability behavior of which, it is necessary to determinate the natural frequencies and principal modes of the bridge structure vibration. Therefore, bridge design calculation contains the content of the vehicle dynamic action of long-span CSB which still needs through the theoretical calculation and wind tunnel test to test bridge aerodynamic stability.

2.1.3 Stability analysis


The structural design of CSB settlement is to avert sideways, the vertical movements of the tower and deck under asymmetrical live load. Cables-stayed bridge with long main span mostly provokes some critical issues, such as large-deformation effects and stability during its construction. The CSB stability problems experienced in the calculation method such as: the classical static method (Euler method), Energy method (Timoshenko method), defect law, dynamic method (applies for a real eigenvalue), the simplified method and FE numerical calculation method. The FE Method is generally used to arrive at the ideal result, because long-span CSB structure is a complicated and the classical method which is not very practical. Moreover, the FE Method can be seen as a special of the Rayleigh-Ritz method, based on the energy variation principle approximate calculation. The FE Method mathematically view, the infinite degrees of freedom transformed into limited DOF, thus the differential equation problem into an algebraic equation problem, which become easy to solve [42]. Hence, the procedures for solving such problems are numerous and implemented in the general computer FEM software program. In this research, MIDAS/Civil program has been used to calculate and solve the stability problem. First class stability In the FE calculations, considering the geometric stiffness and the stiffness of the structure reflects the structure of unstable factors. When the external force increase

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times, the force and geometric stiffness matrix also increases times, as shows the following formula:

[ KD] + [ KG]

{} = {F}

(2.1)

If is too large, the structure reaches the equilibrium state and the node displacement matrix

{ } becomes { }{ } , and stability equation can be satisfy:


[ KD] + [ KG]{ }{ } = { F}
(2.2)

Simultaneously conditions satisfying the above two formulas:

[ KD] + [ KG]

{ }

= {0}

(2.3)

[ KD]

Structure overall elastic stiffness matrix;

[ KG] Structure overall geometric stiffness matrix;


Scalar multiplier which is the structural stability safety factor.
The calculation of the stability factor characteristic equation, which is order , and theoretically the Eigen values are , .... engineering problems. 2 1 Second class stability It is necessary to study also the stability problem of the second class of the cablestayed bridge. There are geometric and material nonlinearity due to the CSB, the second type of stability problem must take into account the non-linear effects. Geometric nonlinear method The cable-stayed bridge geometrically nonlinear incremental equilibrium equations: One of the methods for solving nonlinear problems is the incremental methods. The issue in geometric nonlinear analysis is to test the structural system stability, i.e. determine its critical load.

[ KDL] + [ KG]

{ }

= {F}

(2.4)

[ KDL] Considering

the geometric nonlinearity elastic stiffness of the overall

structure matrix; with {F} External load increment; [ KDL] geometric nonlinearity. Considering the geometric nonlinear deformation leads to the change of the coordinate reference system, the geometric parameters of the stiffness matrix changes by

{ } impact which constitutes a non-linear relationship.

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For the nonlinear incremental equilibrium equation of the formula (2.4), General incremental-Newton Raphson iterative method can be used to solve. Considering the CSB structure geometric and material nonlinear incremental equilibrium,we can write the following equation:

[ KT ] + [ KG]

{ }

= {F}

(2.5)

[ KT ] Consider the elastic-plastic and geometrically nonlinear structure tangent


stiffness matrix nonlinear incremental equilibrium equation of the formula (2.5), the general incremental-Newton Raphson iterative method can also be used to solve. General stability Analysis Linear buckling behavior with stiffness matrix based on 2nd order theory rules; Accounts for imperfections by defining fabrication shapes consistent with support; conditions or by taking over factorized deformation shapes due to static load cases or critical buckling modes; Allows for the application of local prescribed deformations, canceling the related internal constraint forces; Consideration for nonlinear buckling. The huge initial stress accumulated in the pylon and the girder of long-span cablestayed bridge, will reduce the overall structure stiffness. When the main span of the bridge became more longer, some more critical issues, such as large-deformation effects and stability during construction, will arise.

2.2 CONSTRUCTION METHODS


Various construction methods have been developed for PC cable-stayed bridge and employed in many cases. Cantilever method, a very ancient technique is the one of these methods which is the most widely used technique for the construction of longspan PC bridges in China and throughout the world within the past several years. It used to bridges whose decks can be combined with straight beams and which are built out from their pier, with cast-in-situ or make in advance segments. Under Virlogeux
[44]

, cast-in-situ constructions have benefices for CSB because during the erection it

allows some limited tensile stresses. So, with an ideal state for the final construction, the bridge structure is in good conditions to experience limited live load which mainly produce no tensile stress in the concrete elements.

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Many long-span concrete stays bridges have been built in China and most of them were built by cantilever launching and some by cantilever casting method. The Second Fuling Wujiang River Bridge with a span of 340 m long was between the first one built by this method in China and was finished in 2009.

Technical process It consists of erecting the majority of the bridge deck without falsework or scaffolding at ground level, by working in consecutive sections known as segments, which are cantilevered out from the preceding segment. After a segment is built, the next step is the prestressing tendons which are fixed to the extremities before tensioning. They are strongly attached to the existing segments which form a self-supporting cantilever and serves as a support for the following operations. The construction stage result is sum up in the following Table 2.1.
Table 2.1 Different staging construction
Phase (a) Site clearance and platform erection, construction of substructures such as foundation pile grouting in cofferdam, bearing platform, and piers body. Finish up the piles, caps meanwhile building the pier, low and height towers respectively 31.177, 63, 73 m long above the differences caps. (b) Construct of Seg.No.0# main-beam segment on the scaffold, cast-in-site support method when the height of tower has reached the elevation of the deck meanwhile continue to build the tower until reach the height of top when Seg.No.0# main beam segment reach its strength, stretching the prestressed tendon. Before move to the next construction sequence, checks the each main towers and the joint which connect tower and pier. See if it fits the requirements of design and the code. STAGING CONSTRUCTION

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(c) Get rid of the scaffold (remove supports), install the derrick crane, and cast the H1\H1' main beam segment girder symmetrically with cantilever cast-in-site method. Stretch the transverse prestressed reinforcement tendon after the concrete has reached its strength in design. To stretch the prestressed reinforcement in diaphragm. Stretch the corresponding cable symmetrically to the undergoing segment. (d) Move derrick crane to next segment, repeat the sequence from 25cast the left segment 25 and stretch cables to the stage H32, H32', L19, L19'(When the higher tower has come to the stage of H14 seg. start to construct the L1 segment on the lower tower until the H32 segment and L19 segment is going to finish at the same time.) (e) To cast the side-span closure Seg.No.H33'& L20'each with cast-in-site supports method then move the derrick crane to the middle span closure segment after each side-span closure has reached its strength. Repeat the concrete casting steps of girder and stretch symmetrically the cables H33, H33, L20 andL20.

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(f) Remove the derrick cranes in the side-spans. Then cast the key/main closure segment of middle span in order to finish up the whole bridge. When the closure segment reaches its strength, remove the derrick crane, supports and temporary piers. Stretch all the rest longitudinal prestressed reinforcement in the girder. To adjust all the whole bridge cable force. Lay the bridge deck pavement and the footway. Do the experiment of loading when finished. Works Completion and opens to traffic.

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Chapter 3 STATIC PERFORMANCE


In this chapter, we discuss our experimental design for demonstrating the static performance approach in cable-stayed bridge structure with unequal height of pylons. The asymmetrical cable-stayed bridge structure with unequal height of pylons for several statically indeterminate structures, complex structure, the static performance such as stress distribution, deformation of the construction safety and bridge operators is very important. We furthermore explain the static characteristics analysis process of the structure with unequal height of pylons cable-stayed bridge, which seeks to find a solution as a key, and also the basis of the analysis of other aspects.

3.1 THE STRUCTURE FINITE ELEMENT MODEL


We used FE models as a mathematical tool to simulate the physical behavior of the Second Fuling Wujiang River Bridge. The structure is then divided by various elements, connected at their nodes which hold the information involving the structure materials, geometry and constraints, to be analyzed. However, the forces and moments acting on each element are minimized to forces and moments acting at the structure nodes. Construction of the load and analysis cases occurs after developing the geometric representation of the structure to be analyzed and then define the geometric analysis domain, including the boundary conditions. The FE models should be checked to see if the structure members are properly connected to each other and material properties are properly assigned without any mistake unit.

3.1.1 Computational model


To perform the needful calculations and analysis of the full Second Fuling Wujiang River Bridge in our dissertation, MIDAS program has been used to stimulate the structure. Regard cable, and girder (main girder within prestressed forced), the tower combined effect, and detailed simulation of each construction phase to the end of the Wujiang Bridge as the whole process of the structure and the whole bridge calculation and analysis. The full bridge structure overall linkage model configuration is as follow: main girder beam element simulation, bridge tower for the vertical beam element and cable unit. Cables and girder have been used to form the rigid unit connection. The three dimensional FE models consist of number of nodes, different elements and completely, the model is meshed as follow:

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Table 3.1 Number of nodes and different elements
Data about Bridge Nodes Elements Truss Elements Beam Elements Numbers 458 456 106 350

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Boundaries conditions (BC) or constrains The boundary conditions for the construction of the bridge are as follows: What kind of boundaries is? For all the whole bridge supports? (See Figure 3.1) For the Girder and the pier? For cable: elastic link 106? (See Figure 3.2 ) For pier and girder: rigid joints 2? (See Figure 3.3) According to the actual bearing disposition and tower beam consolidation situation, this bridge constraint simulation is as follows: Tower stay node for consolidation point, tower beam common node and the corresponding set beam element stiffness domain, the left side pier only support constraint vertical line displacement. Elastic link allows to define six stiffness value whose three rotations and three directions, and in that case all degrees of freedom are define to generate a rigid connection. All the boundary conditions considered are made for the Wujiang Bridge design in the finite element model.

Four points of the tower section and axis orientation.

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Figure 3.1 Overall linkage model

Figure 3.2 Elastic link

Figure 3.3 Pier and Girder

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3.1.2 Calculation parameters


Cross-section The whole bridge girder cross section as shown in the Figure.3.4 and Figure.3.5 respectively presente the bridge deck and the configuration of the towers elevation cross sections of Fuling Chongqing Bridge. Therefore, the modeling process does not consider the effect of diaphragm plate and the weight of the diaphragm plate as a load applied to the girder element nodes. The main beam diaphragm only affects the local stiffness of the structure and does not significantly affect the overall modeling process. The diaphragms weight as the load is applied to the main beam element nodes.

Figure 3.4 Full bridge cross section (transversal)

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Figure 3.5 Configuration of both towers elevation with its cross sections

The whole bridge layout is showing in the Figure 3.6, with 106 cables and the average cable weight is 10.029t . The lower and higher towers cable numbers are respectively for both left side L20' ~ L1' $ H 33 ~ H1 and for the both right side are

L1 ~ L 20 $ H 1' ~ H 33' as illustrated the Figure.3.6. The cable stays transfer large
forces to the pylon top, and as consequence, it is prestressed longitudinally and transversally [46]. To determine the process of analysis, the cable-stayed type parameters are calculation in the following Table3.2.

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Figure 3.6 Configuration of cables (106 cables from higher to lower tower)

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Table 3.2 Cable parameter
Cable anchor group. Quantity Set cables

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Cross-sectional area

(m )
2

PES7-187

10

H8H2, H2'H4' L6'L1', L2L7, H11H9, H1', H5'H10 '

7.1995e-3 8.5855e-3

PES7-223

22

PES7-253

26

L10'L7', L1, L8L11 H17H12, H1, H11'H20'

9.7405e-3 1.15885e-2

PES7-301

35

L14'L11', L12H18 H21'H26'

PES7-379

11

L20'L15' , H27'H31'

1.45915e-2 1.62085e-2

PES7-421

H32'H33'

Geometrical and material characteristics Prestressed and cables systems The longitudinal prestressing low relaxation prestressed steel strand and cablestayed materials. The standard strength fpk = 1860 Mpa Elastic modulus E y = 1.95 105Mpa . Concrete The main beam and the main tower C50 concrete, with Ec = 3.45 104Mpa. Control parameters

Figure 3.7 Main beam prestressed steel beam layout

Southwest Jiaotong University Master Degree Thesis The anchor under control tensile stress: con =0.75 f pk =1395MPa The final value of creep coefficient: = 2.0 The final value of shrinkage strain:
= 2.4 E 04

Page 30

Pipe friction coefficient/factor: = 0.15 and pipeline deviation coefficient: = 0.0015


Table 3.3 Material parameters

Towers Parameter Propriety Girder Lower Upper

StayedCable

Reinforcing steel

Prestressing bars

Type C60 Elastic Modulus


G P a

C50 35.5 16.38 26.25 0.167


5

C60 35.5 16.38 26.25 0.167


5

7 wire 670
200 86.96 83.3 0.300
5

j15.24 strand186 0
195 84.78 86 0.300
5

32 steel bar
200 86.96 83.3 0.300

35.5 16.38 26.25 0.167


5

Material

Modulus of Elasticity in shear; G P a Gravity density kN/m3 Poison Ratio, Thermal/ Expansion GG Area FF EE DD CC BB AA GG

10

10

10

10

10

10 5
0.0008038

28.27 12.74 50.52 14.46 25.08 115.3 5 681.3 7 503.9 6 1520. 3 534.2 5 638.7 5 4659. 9 50.64 29.81 26.5 15.5 11.9

76.59 48.2 36.25 31.86 26.33 19.70 15.42 1712. 9 893.5 5 360.1 3 77.44 55.44 46.92 24.89

8.659e-3 1.075e-2 1.149e-2 1.389e-2 1.720e-2 1.886e-2

0.00266 0.0021

(m )
2

Geometrical

Inertia
4

FF EE DD CC BB AA

(m )

672.3 3 325.2 2 251.8 0 43.91 19.78

Southwest Jiaotong University Master Degree Thesis The shear modulus of the beam elements was evaluated as:
G = E / 2 (1 + ) ;

Page 31

with = 0.3 .

(3.1)

Cables-stayed bridge, a non linear structural system in which the main girder is supported elastically at the points along its length by inclined cables stays. The Axial stiffness bridge system, changes the non-linearly with cable tension and cable sagging. Three sources usually maybe cause this geometric nonlinearity such as: the cable sagging; the bending interaction and axial force and the large displacements. Cable rigidity is characterized by the product
A E eq

of the cable cross section area A by the modulus

of elasticity E efficient which is expressed in k N . The equivalent modulus of elasticity approach was earlier promoted by Ernst (1965) and four decades later by Ren and Peng (2005). On other hand, three mainly approaches to the nonlinear behavior of cable elements frequently adopted while modeling cables in cable-stayed bridges and it can be referred to as the equivalent modulus approach and has been used by several investigators
[16,17,19,26]

. Each cable is replaced by one truss element which has the same cable
E eq / E

stiffness. The network of the cable curves representing the ratio

relying on the

length of the cable horizontal projection, for different values of tensile stress milt. The cables curves are derived from the Ernst formula. However, the Modulus of each cable should be adjusted with Ernst formula as:
E
e q

= 1 +

1 2

)
3

(3.2)
2

Where: - E is the equivalent elastic modulus of the inclined cables


eq

- E is the cable material effective elastic modulus, which is equal to 195 kN / mm 2 - is the weight per unit volume of cable steel: 78.5 kN / m 3 - l is the horizontal projection length of the cable stay, in m
c

- is the stress of the strand (tension in the cables), in N / mm 2 Midas/civil program has used for cable nonlinear analysis. In the Midas software program, the cables simulation was adopted to simulate the single cable plane, without transfer of bending moment and torque. Geometric nonlinear analysis and calculation of the non-linearity stiffness of the cable unit was accomplished.

Southwest Jiaotong University Master Degree Thesis


Table 3.4 Summarizes the material properties for the cables

Page 32

Cable number

Elastic modulus

Cable number

Elastic modulus

Cable number

Elastic modulus

Cable number

Elastic modulus

Cable number

Elastic modulus

( GPa)
L20' L19' L18' L17' L16' L15' L14' L13' L12' L11' L10' L9' L8' L7' L6' L5' L4' L3' L2' L1' L1 193.31 193.32 193.39 193.46 194.26 194.34 194.42 194.43 194.66 194.71 194.74 194.79 194.88 194.9 194.92 194.94 194.95 194.98 194.95 L4 L5 L6 L7 L8 L9 L10 L11 L12 L13 L14 L15 L16 L17 L18 L19 L20 H33 H32 193.48 193.41 L2 L3

( GPa)
194.88 194.82 194.74 194.66 194.57 194.49 194.04 193.74 193.78 193.74 192.77 192.64 192.5 192.29 192.32 192.32 192.1 192.31 191.73 181.73 188.22 H31 H30 H29 H28 H27 H26 H25 H24 H23 H22 H21 H20 H19 H18 H17 H16 H15 H14 H13 H12 H11

( GPa)
187.83 187.88 187.33 187.4 187.97 188.07 188.2 188.63 188.83 188.97 189.33 189.55 189.84 189.76 191.89 191.54 191.98 192.15 192.4 192.5 193.35 H10 H9 H8 H7 H6 H5 H4 H3 H2 H1 H1' H2' H3' H4' H5' H6' H7' H8' H9' H10' H11'

( GPa)
193.47 193.62 194.25 194.37 194.72 194.78 194.82 194.87 194.92 194.97 194.97 194.97 194.96 194.95 194.9 194.87 194.85 194.82 194.79 194.77 194.63 H12' H13' H14' H15' H16' H17' H18' H19' H20' H21' H22' H23' H24' H25' H26' H27' H28' H29' H30' H31' H32' H33'

( GPa)
194.58 194.55 194.51 194.46 194.41 194.38 194.38 194.38 194.35 193.87 193.85 193.87 193.8 193.74 193.68 192.18 192.08 191.94 191.96 191.73 190.46 191.53

Southwest Jiaotong University Master Degree Thesis Load Parameters


Table 3.5 Load parameters
Load Parameters Characteristics

Page 33

Structure self-weight. A permanent load include the main beam self-weight and heavy cross pressure in order to maintain the asymmetrical CSB with three spans Dead Load balanced side. PC; RC unit weight = 26kN / m3 ; the side spans ballast 550kN / m. By uniform load applied on the main beam side cross-unit. The pavement thickness 80mm, = 25kN/m asphalt concrete 70 mm, 3 ; Secondary Load
= 24kN / m3

. The crash barrier = 8kN / m per side sidewalk structure 18kN / m , central

green belt and cable-stayed isolation with 16kN / m; a total of two dead load of 200kN / m are uniformly distributed load applied on the main beam unit. Asphalt pavement, guardrail etc. in total: 91.3kN / m Pedestrian Load Press 4kN/m2 load range for sidewalks and slow lane 2m wide, uniform load
24 kN / m

applied to the main beam unit.

Bidirectional four lane road, level: lane load uniformed distributed load = 10.5KN / mconcentrated load = 360kN Impact coefficient (factor) u 0.0 5 Live/Imposed Load

(in

(JT G

D 6 0 2 0 0 4 ). p d f )

Temperature Load

Average annual temperature: 18.17; closure temperature: 1525Concrete temperature annual maximum increase: 18.5 concrete temperature annual maximum decrease: 18.5Temperature difference between girder and cable: 10 Gradient temperature difference of the girder, the value based on 100mm depth of bituminous pavement. Hundred-year wind speed value in Chongqing Fuling City: V10=24.4m/s The combination of wind and the car load speed by deck, with the consideration of longitudinal wind effect of the main tower. Main bridge tower settlement value 1.0cm for main tower, 0.5cm for side pier According to the specification, pier boat collision force to take cross-bridge to 400kN, Fuling, to take 350kN. Basic design earthquake acceleration value of 0.15g, and the design characteristic period of 0.35s.

Wind Load

Support Settlement Ship impact Force

Earthquake Load

Southwest Jiaotong University Master Degree Thesis Load combination

Page 34

According to the General Code for Design of highway bridges and culverts JTG D60-2004 [43], basic combinations role in the short/long-term effects of a combination of the standard value combinations, each load combination selected coefficients are calculated according to the specifications. Before the construction of sub and superstructure part of the bridge construction and the finally completed bridge deck system, traffic engineering and other ancillary works must be done. Therefore, it is known that the safety of the structure depends on the adequate load-bearing capacity establishment and the prestress effect must be included as well as those due to creep and shrinkage of the temperature changing and the settlement. Load combination and definition: It is well-known that design stresses should be calculated for the most severe combinations cases of loads and forces. Where, the load combinations are mostly considered important for the bridge structure adequacy checking. Temperature combination 1 STI + PTDCG + TIGR + TIOST With: STI- System Temperature Increase; PTDCG- Positive Temperature Difference between Cable and Girder; TIGR- Temperature Increase in Girder Roof; TIOST- Temperature Increase in one side of Tower and the Temperature combination 2STD + NTDCG + TDGR With: STD- System Temperature Decrease; NTDCG- Negative Temperature Difference between Cable-Girder and TDGR- Temperature Decrease in Girder Roof Load combination I DL+LL+DSF Load combination II Load combination I Wind Load Temperature combination 1 Load combination III Load combination I Wind Load Temperature combination 2 Load combination IV DL+ Overspread Pedestrian Load + Wind Load Temperature With: DL- Dead Load; LL- Live Load (include vehicle load and pedestrian load) and DSFDifferential Settlement of the Foundation Combination 1 Load combination VDL+ Overspread Pedestrian Load + WL Temperature Load

Southwest Jiaotong University Master Degree Thesis

Page 35

We always take the load combination I as a main Load combination and the rest additional load combination in the CSB construction control.

3.2 CONSTRUCTION PROCESS ANALYSIS


3.2.1 Construction stages definition
In order to perfect the design of a CSB and to analyse the whole structure, a construction stage analysis must be conducted. We firstly simulated the whole model construction process with the following purposes: Search for each construction step, the required tension forces in the cable stays Geometry of the girder fabrication Specification The segment of the girder elevation setting Structural deformation computation at each construction stage Check the stresses in the pylon girder and sections The reasonable construction should be design and investigate apart the stability of each stage. Different erection methods are used, and the structural system can greatly change according to the type of erection. Sometimes, during the construction process system, a change can be related in a crucial condition for the structure compared to that of the last phase. To that purpose, an accurate CS analysis should be performing by checking and reviewing the stresses in the towers, the girder and the cables. So to calculate the deformation and stress state, we should considered the influence of shrinkage and creep by the state of the structure analysis method. Furthermore, the girder geometric profile is also very important during the structure construction. It must be ensured that both cantilever ends meet smoothly together in the structure last construction stage to avoid serious problems. Its noted that, during the construction process varied the girder elevation and the internal forces of the structure, which related to the building of the bridge segments by a few components, the heavy lifting operations (make in advance segments) and the erection equipment (different positions of structure). To pull off a construction stage analysis, we should define the CS by activating or deactivating if need be, the segment of the main girder, cables, boundary conditions, loads by paying attention to their effect and the change on the structure. In our Thesis, the asymmetric cable-stayed bridges with unequal pylons construction process were being divided in 80 stages of construction, (see Table 3.6).

Southwest Jiaotong University Master Degree Thesis


Table 3.6 Construction stages/phases definitions

Page 36

Number CS1 CS42 Activate Tower1 and Tower2

Construction contents

Time (days) 300 10

Activate Seg.No0 of Tower2, and its pre-stress tendon , Wet concrete weigh, diaphragm, derrick cram1

Temp1 CS43

Deactivate Wet concrete weight of Seg.N0.1 Activate Seg.No1 of Tower2, and its pre-stress tendon , Diaphragm, Wet concrete weight, Tendon Cable H1 and H1

0.1 10

CS43-1 TEMP2 CS44

Activate Derrick cram2, Wet concrete weight of Seg.N0.2, Deactivate derrick cram1 Deactivate Wet concrete weight of Seg.N0.2 Activate Seg.No2 of Tower2, and its Pre-stress tendon , Diaphragm, Tendon Cable H2 and H2

9 0.1 1

CS44-1 CS52-1

Activate Derrick cram3, Wet concrete weight of Seg.No.3, Deactivate derrick cram2 Activate derrick cram11, Wet concrete weight of Seg.No.11, First 10 Balance weight ,Adjust Cable force H7, Deactivate derrick cram10

9 9

TEMP11 CS53

Deactivate Wet concrete weight of Seg.N0.11 Activate Seg.No12 of Tower2, Diaphragm, Tendon Cable H11 and H11 its Pre-stress tendon

0.1 1

CS53-1

Activate derrick cram12, Wet concrete weight of Seg.No.11, Balance weight H11, Deactivate derrick cram11

TEMP12 CS54

Deactivate Wet concrete weight of Seg.N0.12 Activate Seg.No12 of Tower2, Seg.No0 of Tower1, Diaphragms, Tendon Cable H11 and H11 its Pre-stress tendon

0.1 1

CS54A TEMP13 CS55

Activate derrick cram13, Wet concrete weight of Seg.No.13Deactivate derrick cram12 Deactivate Balance weight H12, Wet concrete weight of Seg.N0.13 Activate Seg.No13 of Tower2, Tendon Cable H12 and H12Seg.No1 of Tower1 Pre-stress tendon , Diaphragms

9 0.1 1

CS55A TEMP14 CS56

Activate derrick cram14, Wet concrete weight of Seg.No.14, Deactivate derrick cram13 Deactivate Balance weight H13, Wet concrete weight of Seg.N0.14 Activate Seg.No14 of Tower2, Tendon Cable H13 and H13, Seg.No2 of Tower1 Tendon Cable L1 and L1, Pre-stress tendon , Diaphragms

9 0.1 1

CS56A TEMP15 CS57

Activate derrick cram15, Wet concrete weight of Seg.No.15, Deactivate derrick cram14 Deactivate Counter weight H14, Wet concrete weight of Seg.N0.15 Activate Seg.No15 of Tower2, Tendon Cable H14 and H14, Seg.No3 of Tower1 Tendon Cable L2 and L2, Pre-stress tendon , Diaphragms

9 0.1 1

CS57A, TEMP16

Activate derrick cram16, Wet concrete weight of Seg.No.16, Deactivate derrick cram16 Deactivate Balance weight H15, Wet concrete weight of Seg.N0.16

9 0.1

Southwest Jiaotong University Master Degree Thesis


CS58

Page 37
1

Activate Seg.No16 of Tower2, Tendon Cable H15 and H15, Seg.No4 of Tower1 Tendon Cable L3 and L3, Pre-stress tendon , Diaphragms

CS58A TEMP17 CS59

Activate derrick cram17, Wet concrete weight of Seg.No.17, Deactivate derrick cram17 Deactivate Balance weight H16, Wet concrete weight of Seg.N0.17 Activate Seg.No17 of Tower2, Tendon Cable H16 and H16, Seg.No5 of Tower1 Tendon Cable L4 and L4, Pre-stress tendon , Diaphragms

9 0.1 1

CS59A

Activate derrick cram18, Wet concrete weight of Seg.No.18, Lower tower adjusted force and Balance weight of tower 1, Deactivate derrick cram17

TEMP18 CS60

Deactivate Balance weight H17, Wet concrete weight of Seg.N0.18 Activate Seg.No18 of Tower2, Tendon Cable H17 and H17, Seg.No6 of Tower1 Tendon Cable L5 and L5, Diaphragms

0.1 1

CS64A TEMP23 CS65

Activate derrick cram23, Wet concrete weight of Seg.No.23, Deactivate derrick cram22 Deactivate Balance weight H22, Wet concrete weight of Seg.N0.23 Activate Seg.No23 of Tower2, Tendon Cable H22 and H22, Seg.No11 of Tower1 Tendon Cable L10 and L10, Diaphragms, Pre-stress, Temporary Balance weight 23 and construction Balance weight 12 in east side, Balance weight H23

9 0.1 1

CS65A

Activate derrick cram24, Wet concrete weight of Seg.No.24, Temporary Balance weight 23, construction counter weight 23; Deactivate derrick cram23, Temporary Balance weight 23, Balance weight H23

TEMP24 CS66

Deactivate Wet concrete weight of Seg.N0.24 Activate Seg.No24 of Tower2, Tendon Cable H23 and H23, Seg.No12 of Tower1 Tendon Cable L11 and L11, Diaphragms, Pre-stress, Temporary Balance weight 24 and construction Balance weight 13 in east side, Balance weight H24

0.1 1

CS66A

Activate derrick cram25, Wet concrete weight of Seg.No.25, Temporary Balance weight 24, Balance weight 24; Deactivate derrick cram24, Temporary Balance weight 24, Balance weight H24

TEMP25 CS67

Deactivate Wet concrete weight of Seg.N0.25 Activate Seg.No25 of Tower2, Tendon Cable H24 and H24, Seg.No13 of Tower1 Tendon Cable L12 and L12, Diaphragms, Pre-stress, Temporary Balance weight 25, counter weight H25

0.1 1

ACS2 CS67A

Activate Patch Tendon H8/9/10 Activate derrick cram26, Wet concrete weight of Seg.No.26, Temporary Balance weight 25, Balance weight 25; Deactivate derrick cram25, Temporary Balance weight 24, Balance weight H24

2 9

TEMP26 CS68

Deactivate Wet concrete weight of Seg.N0.26 Activate Seg.No26 of Tower2, Tendon Cable H25 and H25, Seg.No14 of Tower1 Tendon Cable L13 and L13, Diaphragms, Pre-stress, Temporary Balance weight 25, Balance weight H25

0.1 1

CS68A

Activate derrick cram27, Wet concrete weight of Seg.No.27, Temporary Balance weight

Southwest Jiaotong University Master Degree Thesis

Page 38

26, Balance weight 26; Deactivate derrick cram26, Temporary Balance weight 25, Balance weight H25 TEMP27 CS69 Deactivate Wet concrete weight of Seg.N0.27 Activate Seg.No27 of Tower2, Tendon Cable H26 and H26, Seg.No15 of Tower1 Tendon Cable L14 and L14, Diaphragms, Pre-stress, Temporary Balance weight 26, Balance weight H27 CS69A Activate derrick cram28, Wet concrete weight of Seg.No.28, Temporary Balance weight 27, Balance weight 27; Deactivate derrick cram27, Temporary Balance weight 26, Balance weight H26 TEMP28 CS70 Deactivate Wet concrete weight of Seg.N0.28 Activate Seg.No28 of Tower2, Tendon Cable H27 and H27, Seg.No16 of Tower1 Tendon Cable L15 and L15, Diaphragms, Pre-stress, Temporary Balance weight 14 and 15, Balance weight H27, Deactivate Temporary Balance weight 14 CS70A Activate derrick cram29, Wet concrete weight of Seg.No.29, Balance weight H28 and L15, Deactivate derrick cram28, Temporary Balance weight 28, TEMP29 CS71 Deactivate Wet concrete weight of Seg.N0.29 Activate Seg.No29 of Tower2, Tendon Cable H28 and H28, Seg.No17 of Tower1 Tendon Cable L16 and L16, Diaphragms, Pre-stress, Temporary Balance weight 15 , Balance weight H29, Deactivate Temporary Balance weight 15 CS71A Activate derrick cram30, Wet concrete weight of Seg.No.30, Balance weight H29 and L16, Deactivate derrick cram29, Temporary Balance weight 29 TEMP30 CS72 Deactivate Wet concrete weight of Seg.N0.30 Activate Seg.No30 of Tower2, Tendon Cable H29 and H29, Seg.No18 of Tower1 Tendon Cable L17 and L17, Diaphragms, Pre-stress, counter weight H30, Deactivate Temporary Balance weight 15 CS72A Activate derrick cram31, Wet concrete weight of Seg.No.31, Balance weight H30 and L17, Deactivate derrick cram30, Temporary counter weight 30 TEMP31 CS73 Deactivate Wet concrete weight of Seg.N0.31 Activate Seg.No31 of Tower2, Tendon Cable H30 and H30, Seg.No19 of Tower1 Tendon Cable L18 and L18, Diaphragms, Pre-stress, Balance weight H31, CS73A Activate derrick cram32, Wet concrete weight of Seg.No.32, Balance weight H31 and L18, Deactivate derrick cram31, Temporary Balance weight 31 TEMP32 CS74 Deactivate Wet concrete weight of Seg.N0.32 Activate Seg.No32 of Tower2, Tendon Cable H31 and H31, Seg.No20 of Tower1 Tendon Cable L19 and L19, Diaphragms, Pre-stress, Balance weight H32, Temporary support and side pier CS74-00 Activate derrick cram 1, Balance weight H33, H32, L20 and L19, Deactivate Temporary Balance weight 13, 14, 15, 23, 24,25,26, and H32 CS74-0 CS74A Activate side span closure stiff skeleton Activate side closure parts 3 3 4 0.1 1 9 0.1 1 9 0.1 1 9 0.1 1 9 0.1 1 9 0.1 1

Southwest Jiaotong University Master Degree Thesis


CS74B TEMP33 CS75

Page 39
4 0.1 2

Activate derrick cram33, Wet concrete weight of Seg.No.33, Deactivate derrick cram32 Deactivate Wet concrete weight of Seg.N0.33 Activate Seg.No33 of Tower2, Tendon Cable H32 and H32,Seg.No20 of Tower1 Tendon Cable L19 and L19, Diaphragms, Pre-stress, Balance weight H32, Temporary support and side pier

CS76 CS77 CS78 CS79 CS80

Activate Key Segment, Deactivate derrick cram1, and all the closure derrick crams Activate the middle and sides pre-stress Activate the sides span temporary supports, all cable adjusted force Activate secondary dead load Operation stage

7 7 8 8 1100

3.2.2 The maximum double cantilever stage


The maximum double cantilever phase of the long-span cable-stayed bridge is at all time the most disadvantageous state for the wind resisting. Therefore the stability checking calculation is required to secure the bridge safety.

Figure 3.8 Stress of the girder and tower upper edge

Figure 3.9 Stress of the girder and tower lower edge

Southwest Jiaotong University Master Degree Thesis

Page 40

Figure 3.10 Stress of the cables

The maximum and minimum stresses are respectively 633.12MPa (Cable H9 and H10) and 348.89MPa (Cable L20, L20 and H33). The detail of the displacement of both towers top can be seen in Figure 3.26. The above figures show that the stresses of all the members sections considering can meet the requirements of corresponding design and construction code at each phase. The Wujiang Bridge state stress is reasonable and the girder's level smoothness can meet the requirements of the bridge design and code. Therefore, we can say that the structure construction quality is showed to have been under a good control.

3.2.3 Stress and displacement analysis in construction


The diagrams below explain the displacement and stresses of towers and girder at
different construction stages.

Figure 3.11 Displacement of towers top at different construction stages

Southwest Jiaotong University Master Degree Thesis

Page 41

Figure 3.12 Stresses in Seg.No.0 of girder at different construction stages

Figure 3.13 Stresses of both towers bottom section at different construction stages

As the Figure 3.11 shows, the Tower 1 maximum and minimum displacement are respectively 113.7mm; -138.3 mm and CS 61; CS 76 are their correspondant stages. The Tower 2 maximum and minimum displacement are respectively 189.1mm; 140.34mm and CS 76; CS 52 are their correspondant stages. The Figure 3.12 shows that the Lower Tower minimum and maximum stress are respectively 0.75; 5.75 and CS 54; CS 79 are their correspondant stages. Higher Tower minimum and maximum stress are respectively 1.25; 6.75 and CS1; CS79 are their correspondant stages. For the Figure 3.13, the Lower Tower minimum and maximum stress are respectively 2.5; 7.5 and CS 1; CS 79 are their correspondant stages. The Higher Tower minimum and maximum stress are respectively 2.9 ; 7.75 and CS1; CS79 are their correspondant stages.

Southwest Jiaotong University Master Degree Thesis

Page 42

3.2.4 Cable force on construction and finished dead state


In all cable-stayed bridges system, the most important and basic element is the staycable. Therefore more details on it technology with an emphasis on the corrosion protection are given by Ito
[31]

. The cable force is directly related to the main beam of the

linear structure of the internal forces. In the bridge construction process state, attention is specially given to their tension on construction and finished dead state. The process is described in 3.2.1 according to the construction phase, which can be calculated each cable-stayed construction tension. The operational phase of the completed bridge shows, according to a different bridge state load combination, that the stress are less than the allowable stress 813.6MPa specification (less than con =0.75 f pk =1395MPa ) and the operational phase cable stress amplitude is less than the product limit 200 MPa. Therefore, it is a necessity to simulate and to correct the parameter error if need be in the construction state in order to meet the design requirements. The permanent state of stress in a CSB structure subjected to dead load is determined by the tension forces in the cable stays. Therefore cable tension can be chosen in ordr to eliminated or to reduce as much as possible the bending moments in the pylons and girders. So the pylon and deck would be principally under compression under the dead loads as well [41, 43].
Table 3.7 Construction and finished cable force
Closure state without secondary load (KN) 4657.49 5927.30 5635.71 5511.73 5807.95 5803.23 5869.81 5630.07 5130.67 5232.50 4901.07 5078.26 4995.92 5003.73 4944.08 4687.38 4152.39 4081.77 Finished state with secondary load (KN) 6905.41 7966.87 7465.37 6927.90 7153.34 7080.36 6836.45 6547.09 6000.10 6056.29 5558.15 5699.88 5582.07 5620.40 5451.68 5156.30 4577.57 4455.45 Closure state without secondary load (KN) 5107.61 4812.83 4806.28 4445.74 4215.49 4154.34 4043.70 3923.24 3781.49 3788.83 3876.67 3723.37 3386.44 3058.44 3125.71 3298.84 3437.42 3283.92 Finished state with secondary load (KN) 6306.09 6030.30 6034.56 5492.10 5258.03 5190.89 5067.75 4926.98 4755.59 4616.69 4661.55 4455.54 4097.68 3708.32 3704.75 3789.07 3825.63 3562.30

Cable No. L20' L19' L18' L17' L16' L15' L14' L13' L12' L11' L10' L9' L8' L7' L6' L5' L4' L3'

Cable No. H20 H19 H18 H17 H16 H15 H14 H13 H12 H11 H10 H9 H8 H7 H6 H5 H4 H3

Southwest Jiaotong University Master Degree Thesis


L2' L1' L1 L2 L3 L4 L5 L6 L7 L8 L9 L10 L11 L12 L13 L14 L15 L16 L17 L18 L19 L20 H33 H32 H31 H30 H29 H28 H27 H26 H25 H24 H23 H22 H21 3935.08 4237.64 4792.66 4244.29 3804.72 3816.95 4299.26 4385.81 4398.41 4326.27 4549.95 4305.29 4663.36 4564.18 4883.19 5100.78 5193.75 5159.12 5094.33 5031.89 5310.79 3905.80 3674.39 5022.10 5023.19 4953.18 5173.14 5245.08 5497.54 5538.13 5491.84 5440.02 5103.63 5075.26 5349.73 4335.87 4653.23 5016.97 4557.74 4272.99 4426.34 5029.26 5214.10 5307.89 5383.84 5568.35 5370.27 5764.06 5873.34 6204.96 6419.00 6492.62 6432.90 6337.32 6336.78 6772.56 5313.92 4386.85 5838.11 5927.96 5945.22 6247.17 6399.28 6530.01 6642.69 6665.29 6677.52 6393.59 6409.84 6720.08 H2 H1 H1' H2' H3' H4' H5' H6' H7' H8' H9' H10' H11' H12' H13' H14' H15' H16' H17' H18' H19' H20' H21' H22' H23' H24' H25' H26' H27' H28' H29' H30' H31' H32' H33' 4096.81 5371.96 3949.08 3611.63 4121.78 3821.88 3789.76 3816.96 3875.29 5231.12 5358.64 5448.24 5070.74 5153.27 5181.93 5191.45 5321.60 5014.88 4797.51 4970.63 4652.31 4735.64 4873.74 6252.92 5847.11 6265.20 6366.49 6090.39 5947.52 6065.69 5440.30 5530.06 5663.68 5792.20 5726.99

Page 43
4272.33 5356.60 4473.03 3974.56 4472.52 4213.96 4269.11 4332.17 4257.89 5637.28 5785.66 5894.02 5595.46 5695.66 5740.18 5766.29 5912.61 5621.12 5418.41 5605.90 5301.74 5399.12 5678.04 7074.72 6687.31 7124.86 7247.07 6993.28 7105.23 7254.65 6662.30 6787.68 7707.26 8147.28 8240.40

3.3 COMPLETED STATE ANALYSIS


3.3.1 Analysis of distributed load effects
(A)-Dead load effects Constant weight of the structure member, including the structure itself and its layers. Dead load effect is important to be considered in term of structure break up. Consequently, the changing effect of dead loads such as displacements and stress at completed stage was discussed. The dead load effects on the upper, lower flange of tower and girder were also obtained as shown the following figures.

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Figure 3.14 Stresses at the upper flange of tower and girder on dead load at completed stage

Figure 3.15 Stresses at the lower edge of tower and girder on dead load at completed stage

Figure 3.16 Stressed in all cables on dead load at completed stage

Figure 3.17 Structure displacement on dead load at completed stage (unit: cm)

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Table 3.8 Cable forces and stresses on dead load at completed stage with creep and shrinkage of 10 years concrete
Cable L20' L19' L18' L17' L16' L15' L14' L13' L12' L11' L10' L9' L8' L7' L6' L5' L4' L3' L2' L1' L1 L2 L3 L4 L5 L6 L7 L8 L9 L10 L11 L12 L13 L14 L15 L16 Force (kN) 7075.20 8109.76 7580.27 7019.21 7220.52 7125.43 6856.72 6553.24 5993.42 6037.85 5533.51 5666.11 5538.85 5567.00 5394.25 5087.19 4494.54 4355.53 4215.80 4511.62 4947.73 4530.24 4261.73 4423.21 5029.28 5214.00 5308.58 5386.58 5574.83 5380.35 5778.37 5892.89 6226.23 6438.70 6507.25 6441.88 Stress (MPa) 485.10 556.00 519.70 481.20 495.00 488.50 591.90 565.70 517.40 521.20 568.30 581.90 568.90 571.80 628.60 592.80 523.70 507.50 491.20 525.70 508.20 527.90 496.60 515.40 586.00 607.60 618.60 553.20 572.60 552.60 593.50 508.70 537.50 555.80 561.80 556.10 Cable L17 L18 L19 L20 H33 H32 H31 H30 H29 H28 H27 H26 H25 H24 H23 H22 H21 H20 H19 H18 H17 H16 H15 H14 H13 H12 H11 H10 H9 H8 H7 H6 H5 H4 H3 H2 Force (kN) 6339.91 6331.70 6758.13 5288.20 4268.37 5731.24 5835.47 5865.35 6178.50 6340.05 6479.12 6599.58 6629.67 6648.87 6370.02 6390.73 6704.08 6293.46 6020.36 6028.02 5489.04 5258.20 5193.98 5073.98 4935.43 4765.44 4626.12 4671.33 4465.45 4105.99 3715.55 3709.31 3787.46 3812.92 3534.32 4226.26 Stress (MPa) 547.30 546.60 583.40 456.50 368.50 494.80 503.80 506.30 533.40 547.30 559.30 569.70 572.30 574.00 549.90 551.70 578.70 543.30 519.70 520.40 563.80 540.00 533.40 521.10 506.90 489.40 539.00 544.30 520.30 570.50 516.30 515.40 526.30 529.80 491.10 587.30 Cable H1 H1' H2' H3' H4' H5' H6' H7' H8' H9' H10' H11' H12' H13' H14' H15' H16' H17' H18' H19' H20' H21' H22' H23' H24' H25' H26' H27' H28' H29' H30' H31' H32' H33' Force (kN) 5264.10 4361.77 3890.72 4399.16 4150.61 4204.60 4277.60 4212.24 5599.69 5755.57 5871.00 5576.88 5683.82 5734.67 5766.08 5916.77 5628.39 5427.55 5615.68 5311.04 5406.94 5684.64 7078.07 6687.26 7121.76 7241.44 6985.70 7094.06 7242.62 6650.32 6776.31 7696.55 8136.52 8230.56 Stress (MPa) 540.70 508.20 540.60 611.30 576.70 489.90 498.40 490.80 652.50 670.70 684.10 572.80 583.80 589.00 592.20 607.70 578.10 557.40 576.80 545.50 555.30 490.70 611.00 577.30 614.80 625.10 603.10 486.40 496.60 456.00 464.60 527.70 502.20 508.00

(2)-Live Load effects (Pedestrian load and vehicle load-City A) The live load effects on different layers of the structure were obtained by adding the maximum effects from various the moving live load (truck) cases.

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Figure 3.18 Stresses at the upper flange of tower and girder on live load at completed stage

Figure 3.19 Stresses at upper flange of tower and girder on dead and live load at completed stage

As the both figures show, the maximum tensile stress of the edge of the main beam under live load is 5.25MPa and the maximum compressive stress 4.71MPa. The maximum tensile stress at the edge of girder under dead and live load is 1.02MPa while the maximum compressive stress is 16.05MPa. The maximum tensile stress appears in place near the cross-bearing. Therefore, the two sides across the main beam near the riverbank edge should be supplemented with some of the pre-stressing tendons.

Figure 3.20 Stress amplitude on live load at completed stage

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The maximum amplitude of cable stress under live load (City A + pedestrian) is 80.66MPA and the minimum is -13.79MPA, which are both less than 200MPa in specification. (B)- Displacement

Figure 3.21 Maximum displacement under vehicle load -City A

Figure 3.22 Minimum displacement under vehicle load -City A

Figure 3.23 Displacement under pedestrian load

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Figure 3.24 Action of the main beam displacement under live load (Pedestrian+ City A)

From the Figures ( 21 to 24 ), the girder stiffness under the live load (pedestrian + city A) is =33.42/34000=1/1017.4 < 1/500, which can meets the specification. (C)- Distributed effects under all kinds of load
Table 3.9 Most unfavorable stress in control section under all kinds of loads (unit: MPa)
Section position City-A pedestrian Finished state Overall T increase Overall T decrease Sun shine T increase Sunshine T decrease Wind load current water loading ship's impact force

Max
Left girder upper section of LT Left girder lower section of LT Right girder Upper section of LT Right girder lower section of LT Left point of upper section of LT Right point of upper section of LT Left point of lower section of LT Right point of lower section of LT left girder Upper section of HT 2.51

Min
-1.66 0.00 -4.78 -0.58 0.59 -1.07 0.52 0.66 -0.07 -0.09

1.16

-3.12

-0.14

-6.70

1.06

-1.08

0.65

-0.32

-0.25

0.03

0.01

2.34

-1.29

0.34

-4.53

0.77

-0.79

-0.83

0.40

0.98

-0.05

-0.08

0.77

-3.36

-0.77

-7.18

-1.64

1.67

0.20

-0.10

-0.37

0.02

0.07

0.79

-2.06

-0.47

-10.30

-1.48

1.51

-0.16

0.08

1.34

0.00

0.03

1.24

-0.94

0.23

-10.30

1.66

-1.69

0.17

-0.08

-1.34

0.00

-0.03

3.32

-4.25

-0.57

-7.58

-1.56

1.59

-0.26

0.13

0.82

0.00

-0.04

3.66

-3.53

0.38

-6.26

1.61

-1.64

0.27

-0.13

-0.82

0.00

0.04

2.07

-1.07

0.32

-6.56

0.48

-0.49

-0.86

0.41

1.02

-0.03

0.01

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left girder lower section of HT Right girder Upper section of HT Right girder lower section of HT Left point of upper section of HT Right point of upper section of HT Left point of lower section LT Right point of lower section of HT left section of LT bottom 0.68 -3.04 -0.71 -6.81 -1.04 1.06 0.17 -0.09 -0.38 0.01

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0.02

2.21

-1.82

0.00

-3.82

-0.13

0.13

-1.03

0.50

0.48

-0.07

-0.03

1.42

-2.57

-0.15

-10.7

0.27

-0.27

0.48

-0.24

-0.18

0.03

0.01

1.58

0.96

0.27

-6.76

0.94

-0.96

0.14

-0.07

3.09

0.00

-0.01

-1.11

-2.12

-0.46

-12.3

-0.85

0.87

-0.13

0.06

-3.09

0.00

0.01

3.16

-2.84

0.28

-9.69

0.62

-0.63

0.15

-0.07

1.56

0.00

0.03

2.65

-3.78

-0.53

-11.70

-0.58

0.59

-0.14

0.07

-1.56

0.00

-0.03

2.26

-2.04

0.18

-9.14

3.71

-3.78

0.35

-0.17

3.17

0.49

0.53

Right section of LT bottom

1.86

-2.71

-0.35

-5.86

-3.66

3.73

-0.34

0.17

-3.17

-0.49

-0.53

Left section of HT bottom Right section of HT bottom Key seg. Upper point in mid-span Lower point of key seg. in mid-span

1.30

-1.43

-0.14

-6.52

-2.10

2.14

-0.18

0.09

3.31

0.50

0.28

1.21

-1.56

-0.01

-8.92

2.13

-2.17

0.19

-0.09

-3.31

-0.50

-0.28

0.80

-1.84

-0.24

-5.69

-0.40

0.41

-0.54

0.26

-1.58

-0.05

-0.03

3.19

-0.94

0.45

-6.46

-0.12

0.12

0.54

-0.27

0.59

0.02

0.06

3.3.2 Effect analysis of load combination


Table 3.10 Load combination
combination Combination I Combination II Combination III Combination IV Dead load+ City-A+ pedestrian+ overall temperature increase Dead load+ City-A+ pedestrian+ overall temperature decrease Dead load+ City-A+ pedestrian+ + overall temperature increase + sunshine temperature difference Loads involved in combination Dead load+ City-A+ pedestrian

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Combination V Combination VI Combination VII Combination VIII Combination IX Combination X

Page 50

Dead load+ City-A++ overall temperature increase+ pedestrian+ sunshine negative temperature difference Dead load+ City-A+ pedestrian+ + overall temperature decrease + sunshine temperature difference Dead load+ City-A++ overall temperature decrease+ pedestrian+ sunshine negative temperature difference Dead load + wind load Dead load + wind load+ current water load Dead load + ship's impact force

Table 3.11 Most unfavorable stress in control section under the load combination above (unit: MPa)

Load

Combination I

Combination II

Combination III

Combination IV

max
Upper section of left girder in LT Lower section of left girder in LT Upper section of right girder in LT Lower section of right girder in LT

min

max

min

max

min

max

min

-2.27

-6.44

-2.85

-7.02

-1.68

-5.85

-3.92

-8.09

-5.68

-9.96

-4.62

-8.90

-6.76

-11.04

-3.97

-8.25

-1.85

-5.48

-1.08

-4.71

-2.63

-6.26

-1.91

-5.54

-7.18

-11.31

-8.82

-12.95

-5.51

-9.64

-8.62

-12.75

Left HT section in LT

-9.98

-12.83

-11.46

-14.31

-8.47

-11.32

-11.62

-14.47

Right HT section in LT

-8.83

-11.01

-7.17

-9.35

-10.52

-12.70

-7.01

-9.19

left HT section in LT

-4.83

-12.40

-6.39

-13.96

-3.24

-10.81

-6.65

-14.22

Right LT section in LT Upper section of left girder in HT lower section of left girder in HT Upper section of right girder in HT

-2.22

-9.41

-0.61

-7.80

-3.86

-11.05

-0.34

-7.53

-4.17

-7.31

-3.69

-6.83

-4.66

-7.80

-4.55

-7.69

-6.85

-10.56

-7.89

-11.60

-5.79

-9.50

-7.71

-11.43

-1.61

-5.64

-1.74

-5.77

-1.48

-5.51

-2.77

-6.80

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Lower section of right girder in HT

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-9.43

-13.42

-9.17

-13.16

-9.70

-13.69

-8.68

-12.67

Left HT section in HT Right upper tower section in HT

-4.91

-5.54

-3.97

-4.60

-5.87

-6.50

-3.84

-4.46

-13.87

-14.88

-14.72

-15.73

-13.00

-14.01

-14.85

-15.86

Left LT section in HT

-6.25

-12.25

-5.63

-11.63

-6.88

-12.88

-5.47

-11.47

right LT section in HT

-9.58

-16.01

-10.16

-16.59

-8.99

-15.42

-10.30

-16.73

Left LT bottom section Right LT bottom section

-6.71

-11.01

-3.00

-7.30

-10.49

-14.79

-2.64

-6.94

-4.35

-8.92

-8.01

-12.58

-0.62

-5.19

-8.35

-12.92

Left HT bottom section Right HT bottom section Upper section of key seg. in mid-span

-5.36

-8.09

-7.46

-10.19

-3.22

-5.95

-7.64

-10.37

-7.72

-10.49

-5.59

-8.36

-9.89

-12.66

-5.40

-8.17

-5.13

-7.77

-5.53

-8.17

-4.72

-7.36

-6.07

-8.71

lower section of key seg. in mid-span

-2.82

-6.95

-2.94

-7.07

-2.70

-6.83

-2.40

-6.53

NEXT
Combination VIII Combination IX Combination X

Load

Combination V

Combination VI

Combination VII

max Upper section of left girder in LT Lower section of left girder in LT Upper section of right girder in LT Lower section of right girder in LT Left upper tower section in LT Right HT section in LT -2.33 -4.94 -0.68 -8.92 -11.38 -7.26

max -6.50 -9.22 -4.31 -13.05 -14.23 -9.44

max -2.75 -6.11 -3.47 -5.31 -8.63 -10.36

max -6.92 -10.39 -7.10 -9.44 -11.48 -12.54

max -1.16 -7.08 -2.23 -5.61 -8.39 -10.61

max -5.33 -11.36 -5.86 -9.74 -11.24 -12.79 -4.12 -6.95 -3.55 -7.55 -8.96 -11.64 -4.20 -6.92 -3.60 -7.53 -8.96 -11.64 -4.87 -6.69 -4.61 -7.11 -10.27 -10.33

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Left LT section in LT Right LT section in LT Upper section of left girder in HT Lower section of left girder in HT Upper section of right girder in HT Lower section of right girder in HT Left HT section in HT Right HT section in HT left LT section in HT Right LT section in HT Left LT bottom section Right LT bottom section Left HT bottom section Right HT bottom section Upper section of key seg. in mid-span Lower section of key seg. in mid-span

-6.27 -0.75 -3.28 -7.97 -1.24 -9.40 -4.04 -14.66 -5.70 -10.08 -3.17 -7.84 -7.37 -5.68

-13.84 -7.94 -6.42 -11.69 -5.27 -13.39 -4.66 -15.67 -11.70 -16.51 -7.47 -12.41 -10.10 -8.45

-3.50 -3.59 -5.52 -5.61 -2.51 -9.22 -5.74 -13.13 -6.73 -9.13 -10.13 -0.96 -3.40 -9.70

-11.07 -10.78 -8.66 -9.33 -6.54 -13.21 -6.36 -14.14 -12.73 -15.56 -14.43 -5.53 -6.13 -12.47

-3.12 -4.00 -4.25 -5.87 -0.99 -9.94 -5.94 -12.93 -6.95 -8.92 -10.66 -0.45 -3.13 -9.98

-10.69 -11.19 -7.39 -9.59 -5.02 -13.93 -6.56 -13.94 -12.95 -15.35 -14.96 -5.02 -5.86 -12.75

-6.76 -7.08 -5.54 -7.19 -3.34 -10.88 -3.67 -15.39 -8.13 -13.26 -5.97 -9.03 -3.21 -12.23

-6.76 -7.08 -5.57 -7.18 -3.41 -10.86 -3.67 -15.39 -8.13 -13.26 -5.48 -9.52 -2.71 -12.73

-7.62 -6.22 -6.55 -6.79 -3.85 -10.70 -6.77 -12.29 -9.66 -11.73 -8.61 -6.39 -6.24 -9.20

-5.27 -3.20

-7.92 -7.34

-5.26 -2.16

-7.90 -6.29

-4.46 -2.97

-7.11 -7.10

-7.27 -5.87

-7.32 -5.85

-5.72 -6.40

3.3.3 Limited state analysis


Developed since many years ago, it was widely integrated in design and codes in many countries were the structure constructions are developed. This pay attention to the different bridges structure conditions life. Attention is also give for two limit states: (1)-Stress analysis The structure stability and the equilibrium has been check out to control the different bridge conditions life and the design load capacity.

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Figure 3.25 Stress envelope in the structure upper edge under ultimate limit state

Figure 3.26 Stress envelope in the structure lower edge under ultimate limit state

Figure 3.27 Stress of all cables under ultimate limit state

Figure 3.28 Displacement of all structure under ultimate limit state

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The Figure 3.25 shows that the maximum tensile and compression stress of the main beam upper edge under ultimate limit state are respectively 1.28 and 19.31MPa in the side supporting position and the mid-span key segment.
' The tensile and compression stress are less than 1.15 ftk = 1.15 2.65 = 3.05 MPa ' and 0.70 fck = 0.7 32.4 = 22.68MPa.

For the Figure 3.26, the maximum tensile and compression stress of the main beam lower edge under ultimate limit state are 4.34 and 22.59MPa in the side supporting position and the joint area of tower and girder.
' The tensile stress is bigger than 1.15 ftk = 1.15 2.65 = 3.05MPa (specification).

Therefore, the side supporting area should be appropriate reinforcement. The maximum tensile stress of all cable is 849.00MPA in the short side of the tower, particulary the cable No.L6 ' and the maximum deformation of the main span is -79.32cm, which is a compressed stress. (2)-Serviceability Limit states The structure adequacy has been check out to know the bridge acceptable performance.

Figure 3.29 Stress envelope in the structure upper edge under serviceability limit state

Figure 3.30 Stress envelope in the structure lower edge under serviceability limit state

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Figure 3.31 Stress of all cables under serviceability limit state

Figure 3.32 Displacement of all structure under serviceability limit state

As the Figure 3.29 shows, the maximum tensile and compression stress of the main beam upper edge under ultimate limit state are respectively 0.12 and 17.38 MPa in side supporting position and the mid-span key segment. The Figure3.30 shows that the maximum tensile and compression stress of the main beam lower edge under ultimate limit state are respectively 2.47 and 16.65 MPa in side supporting position and the joint area of tower and girder. All the tensile and compression stress are less than
' ' 1.15 ftk = 1.15 2.65 = 3.05MPa and 0.70 fck = 0.7 32.4 = 22.68MPa in specifi-

cation respectively. The maximum tensile stress of all cable is 756.93MPA in the short side of the tower, particulary the cable No.L6 ' and the maximum deformation of the main span is -39.25cm.

3.4 BRIDGE STABILITY ANALYSIS


This part deals with stability problems for PC cable-stayed bridge with unequal height of pylons. A case study of Fuling Second Bridge over River Wujiang was performed. The stability of Wujiang Bridge structures is subject to external loading that induces compressive stresses in its whole body. Therefore it is necessary to check it stability problem.

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3.4.1 Bridge stability analysis (A)- Stability analysis of maximum double cantilever state
The bridge stability problem is an important research in the CSB structure completion. In this work, we have considered the partial load on the completion bridge as the influence of stability. The stable performance of the bridge as the calculation of the load condition is divided into the following conditions (standard load combination): Load condition: self-weight under maximum double cantilever state + vertical wind load x load factor. In the above load conditions, the calculation of the whole bridge first-order stability coefficient results have been showed, see Table 3.12. The bridge first five buckling modes are plotted in the below Figure.3.33.
Table 3.12 Five first-order condition stable coefficient results
Mode 1 2 3 4 5 Stability factor 11.71 26.35 34.02 34.57 36.00 Instability modes (buckling modal) Higher tower Beam lateral bending Higher Tower longitudinal bending and beam longitudinal shifting Lower tower Beam lateral bending Higher tower Beam lateral bending Higher Tower longitudinal bending and beam longitudinal bending

In this load combination, if buckling occur, the load on the deck will be the value of secondary dead load multiplied by the factor. The following diagrams are the first five modes.

(a)

(b)

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(c) (d)

Page 57

(e)

Figure 3.33 Configuration of first five buckling mode (a)Lateral deformation of higher tower; (b)Main beam vertical 1st order; (c)Main beam vertical 2nd order; (d)Main beam vertical 3rd order, tower longitudinal 2nd order; (e)Main cross-vertical 3rd order, tower longitudinal 2nd order.

The bridge first five orders buckling modes are different; see Table 3.12. And the first-order buckling mode of the main tower shows the main tower cross-bending with stability factor of 11.71. The stiffness of the main tower is enough for the safety of construction, and the second-order buckling stability factor for the main beam is 26.35, which shows its stiffness is larger. (B)-Stability analysis of operational status Longitudinal direction is the critical direction of the bridge tower in the terms of stability. The results from the above analysis show that the wind load transverse effect and bridge tower lateral stiffness is relatively small. The first-order instability shows the bridge tower lateral instability. The minimum stability coefficient is 11.71, greater than the standard specification requirement which is 4 . Load condition: Weight + constant + live load. The analysis of the first five maximum dual suspension the buckling modes.

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Table 3.13 Five first-order condition Instability modes coefficient results
Mode 1 2 3 Stability factor 13.38 23.18 30.10 Instability modes (buckling modal) Higher tower beam cross bending

Page 58

Higher tower longitudinal bending and beam longitudinal shifting Higher tower longitudinal bending and beam vertical bending in higher tower mid-span Higher and lower tower longitudinal bending and beam vertical bending mid-span lower tower lateral bending and beam lateral shifting

4 5

31.40 32.68

We can note that the concern in engineering is the lowest eigenvalue or minimum safety factor of the bridge stability. The bridge first instability/buckling is the towerbeam cross bending, mainly for the higher tower. Therefore, the unfavorable live-load distribution is to make the top of high tower occur lateral deformation.
(a) (b)

(c)

(d)

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(e)

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Figure 3.34 Configuration of the first five instability modes diagram (a) 1st mode; (b) 2nd mode; (c) 3rd mode; (d) 4th mode; (e) 5th mode

Based on the analysis of the construction operational stages, the maximum double cantilever state, considering the vertical wind and construction loads, the first order buckling mode is the main tower transverse bending, with stability factor 11.71. In the operational phase, the live load is placed on the most unfavorable position on the bridge, and the bridge stability factor is 13.38. From the above analysis, it can be seen that the bridge is stable and difficult to have instability problem.

3.5 SUMMARY
In this chapter, the process of building the Long-Span Cable-Stayed Bridge with Unequal Height of Pylons has been systematically laid out. Furthermore, briefly introduces the double pylon cable-stayed bridge for asymmetric finite element simulation thought and method. We also establish the bridge three dimensional space finite element analysis model for constant load under the action of the bridge as the state is analyzed, a process through which we attached proportional importance to different bridge features and bridge cases.

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Chapter 4 DYNAMIC PERFORMANCE


The primary purpose of this chapter is to present the dynamic performance analysis of Wujiang River Bridge. In one sense, this objective may be considered to be an extension of standard method of dynamic response occurs by CSB under the influence such as transient dynamic due to moving/traffic loading, aerodynamic due to the gusts of strong wind, hurricane and seismic dynamic due to the earthquake loading which the structure is subjected to withstand. These influences produce the bridge vibration, which augment the internal forces of static, may also can affect tthe driving comfort and safety deck vibration deformation and acceleration. Therefore, it is necessary to analyze the dynamic properties of CSB, including its vibration characteristics analysis, strong wind and seismic performance checking.

4.1 STRUCTURE DYNAMIC ANALYSIS THEORY OVERVIEW


Over time the structural dynamic loads change, dynamic response such as displacement, internal force, strain, and stress, is a function of time t . Therefore, determine the dynamic response of the dynamic loads and the dynamic characteristics (natural vibration frequency and vibration mode) are more important. The main difference between dynamic and static analysis is that dynamic analysis must take into account the role of the inertia force generated by the structural quality, and in some cases need to consider the influence of damping. For the CSB dynamic behavior, particular attention is given to the free vibrations, aerodynamic stability and to the seismic analysis. Several researches which have obtained serious results concerning the dynamic response of different kinds of CSB in service loads
[33]

. The basic idea of the FE model is the actual

continuous elastomeric for discretization (classification element), element between themselves only in a limited nodes must be connected to each other. With static problems, using the FE model to analyze dynamic problems is first to divide the structure into several element. And then, each element based on selected simple function combination as a displacement model, the force of inertia (d 'Alemberts principle), using the principle of virtual work unit to set up the equation of motion. Using FE method to analyze dynamic problems in general steps are as follows:

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In the dynamic analysis introduction of the time coordinate, the discrete method and static analysis are the same. The select element displacement functions at any point in the element ( x , y ) displacement u, v interpolation can be express as:
u ( x, y, t) =

(4.1)
N i ( x , y )u i (t )

i =1

( x, y, t) =

(4.2)
N i ( x , y )vi (t )

i =1

The meaning in static analysis are the same, but the element displacement and node displacement are function of time t. Using the principle of virtual work (variation principle), derived element equation of motion, which formed the resistance matrix and stiffness matrix. Each element characteristics matrix form the discrete structure of the mass, damping and stiffness matrix. Establish for the discrete structure the whole motion differential equations which can obtains each displacement node { x ( t )} and strain { ( t )} and stress { ( t )} . A structural total element is NE , the number of DOF for a total of N (which is, the basic unknown quantity of total number). Where x ( t ) , x ( t ) and x ( t ) are respectively the vectors of the displacements, velocities, accelerations array node and calculated the

} {

[ K ] is the structure stiffness matrix which is N N order matrix. Each element stiffness matrix [ K ]( e) expansion for N N order matrix, then for all the [ K ]( e ) phase superposition we can get the structure stiffness matrix as :

[ K ] = [ K ]
e =1

NE

( e)

(4.3)

Are superimposed in accordance with the same method can be the quality of all cells in the matrix [ M ]( e) , damping matrix [C ]( e ) , structure mass matrix [ M ] and damping matrix
[C ] :

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[M ] = [M ]
e =1

NE

(e)

[C ] = [ C ]
e =1

NE

(e)

(4.5)

Similar for the dynamic load of each element to form the equivalent nodal loads

{PEP ( t )}(

e)

superimposed, dynamic Load equivalent nodal load vector;

{P ( t )} = {PE ( t )} + {Pj ( t )} ( t )} {P ( t )} [M ]{ x ( t )} [C]{ x


Considering the all node N degrees of freedom:

(4.6)

The inertial and damping forces also acts as the load and the total load vector is: (4.7)

( t )} [ K ]{ x ( t )} = {P ( t )} [M ]{ x ( t )} [C]{ x

(4.8)

From the Eq.(4.8) we can get the standard equation of motion of the discrete structure, which used the FE method to solve the basic equations of the dynamic problem of the elastomeric [23].

( t )} + K ]{ x ( t )} {P ( t )} = [M ]{ x ( t )} + [C]{ x

(4.9)

Where K, C and M are respectively matrices that describe the spring stiffness, damping constant and the mass of the structure. P(t) is an external force (dynamic loads) vector, and x is a nodal displacement vector. Moreover, K and M are greater than zero for a physical system. The above equation is { x ( t )} order constant coefficient differential equations and its FE method generally experienced problems of linear algebraic equations. Then the static and dynamic problems form a mass matrix and damping matrix. In overall, a system with n DOF has mass, damping, and stiffness matrices of size n n , and n natural frequencies
[40]

. The solution to this differential equation has 2n terms. Therefore, the

structure described by Eq.(4.9) will have n natural frequencies. Each natural frequency n has an associated mode shape vector, n which describes the deformation of the structure when the system is vibrating at each associated natural frequency.

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4.1.1 FE method for solving natural vibration frequencies and mode shapes
In practical engineering problems, the damping is very small. The impact on the structure of the natural frequencies, mode shapes and seeking natural vibration frequencies and mode shapes generally do not consider the impact of structural damping ratio. To get the equation of movement of an undamped system with n DOF in free oscillation, [C] and {P (t)} must be equal to zero in the above equation of motion (Eq.(4.9)). By substituting P=0 and C=0, the eq.(4.9) becomes (the free undamped vibration);

x ( t )} + [ K ]{ x ( t )} = {0} [ M ]{
displacement can be expressed as:

(4.10)

For linear system, the simple harmonic motion of each node in the free vibration

{x ( t )} = {x } sin ( wt + )
0

(4.11)

Expression in which { x0} characterize the deformation of the mode, w the circular frequencies, the phase. Combining the two equations above gives:
2 n x ( t )} sin (n ( t ) + ) + [ K ]{ x ( t )} sin (n ( t ) + ) = {0} [ M ]{

(4.12)

Wherein { x0} for each node in the amplitude of the array, it is a function of the node coordinates, and has nothing to do with the time t , quency, j is the phase angle. This expression can be simplified by divided by the theme sin ( wt + ) and has to be verified at any time.

n structural natural vibration fre-

([ K ] [ M ]){ x} = {0}
2 n

(4.13)

Structure in free vibration amplitude of each node { x0} cannot all be zero, the eq. (4.14) coefficient determinant must be equal to zero, i.e. for a non-trial solution, the resulting structure frequency equation ;

[ K ] + n [ M ] = 0
Where n = n ; for the structure,
2
n

(4.14)

is a DOF, [ K ] the stiffness matrix and [ M] the


2 n of n

mass matrix are n-order square (n order matrixes). The above equation is about algebraic equations natural frequency of the structure, which can be solved.

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For the natural frequencies i ( i = 1,2,, ) , by the eq. (4.14), can be determined a set of amplitude values for each node { x0 }i , between them to maintain a fixed ratio of the absolute value but can be changed, and use them to form a vector, oscillation frequency corresponding the modes. When structural DOF n is large, solving
2 n of the n-order equation is very difficult.

of the self-

This problem can be attributed to an eigenvalue problem in the eq.(4.14) is rewritten as:

[ K ]{ x0} = n2 [ M ]{ x0 }
For a given [ K ] and [ M] are seeking to meet on the number

(4.15)
2 n and non-zero vec-

tor { x0} . This problem is known as the generalized eigenvalue problem whose solutions are the eigenvalues, i and the corresponding vectors i that many computer methods can be selected on this issue. In overall, the eigenvalues represent the system

( =
i

i natural frequencies while the eigenvectors represent their corresponding

mode shapes.

4.1.2 Dynamic analysis of the earthquake


For the seismic design of building structures, it is necessary to obtain the seismic effect of the structural members, i.e. internal force and displacement. For example, "Seismic Design of Buildings in China using the easy method which based on the structure in the earthquake acceleration response, then the inertial force of the structure is obtained and this inertial force is the maximum value of the equivalent load as reflected seismic influence, i.e., the role of the earthquake. Many dynamics mechanisms such as preventative design and real excitation mechanisms cases have been identified and characterized [36, 38, 40]. For the static structure calculations, find the internal forces and displacements of the structure. Therefore, the structure seismic calculation of this dynamic problem is transformed to an equivalent static problem. The size of the earthquake action is not only related to the nature (magnitude earthquake itself, the recent earthquake), and with the dynamic characteristics of the structure (natural vibrations frequencies, damping) are closely related. Therefore determine earthquake action ratio for general dynamic load is too complicated.

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China's seismic design specification used the theory to determine the earthquake response spectrum. According to the records of earthquake ground motion measured; calculate the theoretical acceleration response spectrum analysis drawn to determine the seismic effect. If we figure out the structure of the natural vibration period, that can use the acceleration response spectrum curve to determine the structure of the maximum response acceleration, and then find out the earthquake response. The Midas program using the modal response spectrum method is the application of the modes orthogonal decomposition principles and modes. The structure of mutual coupling of multiple DOF motion differential equations into several independent differential equations, thereby solving the structural seismic response of multi DOF decomposition for solving a number of single DOF structural seismic equations. For the response spectrum theory, the use of single DOF structure obtained for every vibration mode after the largest earthquake response, they are combined, and you can get the seismic response of multi DOF.

4.1.3 Vibration characteristics analysis results.


As we previously mentioned, the vibration characteristics of the bridge structure is the natural vibration frequency of the bridge structure, which include various order vibration mode and damping ratio. The model bridge structure analysis is basis on the seismic response of the structure analysis, that mostly contain the structure natural frequency calculation and the main vibration mode analysis
[10]

. The natural vibration

characteristics are a reflection of the structural characteristics and depend on the structure material properties, stiffness, quality and their distribution pattern. The problem often encountered when carrying out structural analysis and engineering design analysis is especially based on the size of the structure as well as the various parts of the stiffness, mass computational structural vibration characteristics. From the vibration characteristics of the bridge structure parameters including natural frequencies, mode shapes and damping ratio can reflect the dynamic performance of the bridge itself. Related to Figure3.6, we use Midas program procedures of the full bridge structure to do its model analysis .i.e., solving the structural dynamic characteristics. As the result shows, we have got the vibration mode serial number, frequencies, cycle, the vibration mode characteristics and values at the final stage of the former ten orders as depict in Table 4.1 and Figure 4.1.

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Table 4.1 Vibration characteristic value table at the completion state
Vibration Mode order 1 2 3 4 5 6 7 8 9 10 Frequencies (Hz) (rad/sec) 1.622223 2.178411 2.50764 2.750327 3.854483 4.487437 5.178709 5.475078 6.739552 8.720051 (cycle/sec) 0.258185 0.346705 0.399103 0.437728 0.61346 0.714198 0.824217 0.871386 1.072633 1.387839 Cycle (sec)

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3.873194 2.884297 2.505617 2.284523 1.630098 1.400172 1.213272 1.147597 0.932285 0.720545

The following are the ten vibration mode shapes:


(a) (b)

1st mode (c) (d)

2nd mode

3rd mode

4th mode

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(e) (f)

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5th mode (g) (h)

6th mode

7th mode (i) (j)

8th mode

9th mode

10th mode

Figure 4.1 Free vibration mode shapes

Its can be seen that, the dynamic characteristic of the well-established methods of cable Structure Bridge are the following three vibration modes: anti-symmetrical floating, 1st order symmetrical vertical bending and the 1st order symmetrical torsion vibrations modes. The structure 1st vibration mode is the essential vibration mode to vehicle vibration response, but the first two vibration modes are very significant to seismic response and the latter two vibration modes are significant to wind vibration. According to the Table 4.1, the bridge natural vibration characteristic is described as the following:

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The fundamental frequency of the asymmetric single plane CSB with unequal high of towers is 0.258185 Hz and the correspondent fundamental period is 3.873194 secondes. Therefore, the stiffness index is relatively larger and the dynamic issues in the design of this bridge should be emphasized or stressed. The 1st and 2nd vibration modes are the symmetrical and the anti-symmetrical lateral vibration mode of the main tower, which contribute most to the tower lateral seismic response. The cycle 0.399103 of the main girder 1st order symmetrical vertical bending is 2.505617s. This value has a huge effect on the CSB seismic response and wind resistant stability. An overall, the right deal between the bridge measured and computed results must verifies its accuracy and the rationality. As can be seen from the above analysis, structural dynamic characteristics of the bridge have met the specification requirements, has great rigidity/stiffness. The Wujiang Bridge has a single cable plane in the centre line.

4.2 SEISMIC PERFORMANCE


The first and most important goal of seismic performance based approach is to target a construction performance level under a specified earthquake level. The level selection is based on official advices for the type of building, economic regards and engineering decision. However the soils and deep pile foundations cause the design spectral input to augment such level that seismic results need to be taken account [41]. Harsh earthquakes have a highly low probability of happening during the structure life. Bridge structures construction to remain elastic under very harsh earthquake ground motion is very difficult and economically an impossible task. Midas software earthquake response spectrum analysis of the CSB used in this section, discusses on the dynamic analysis of the bridge structure under earthquake. Bridge site area is located in the Wujiang Town Highway Code for Seismic Design" (JTJ004-89). The bridge site area basic seismic intensity of 7 degrees horizontal seismic coefficient Kh=0.1, vertical seismic coefficient Kv=0.05 (damping coefficient). The design earthquake grouped into the first group, the basic design earthquake acceleration value of 0.1431g, design characteristic periodic 49.96s. The combined effects of coefficient Cz=0.35 (which includes the impact of non-elastic and damping response spectrum) and the vertical factor is 0.5 level coefficient values. In response spectrum analysis considered the x, y, z three directions of seismic loading, and loading modular are the following:

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(1) 1.0 gravity (dead load) +1.0 early prestressed +1.0, cable force+1.0x-dir+0.3y-dir+0.3z-dir (2) 1.0 gravity (dead load) +1.0 early prestressed +1.0, cable force+0.3x-dir+1.0y-dir+0.3z-dir (3) 1.0 gravity (dead load) +1.0 early prestressed +1.0, cable force+0.3x-dir+0.3y-dir+1.0z-dir

We work here in two dimensions, so the y direction is equal to zero. The Wujiang River Bridge finite element is created by Midas which is 3D geotechnical software. The displacement of towers top in XYZ directions under combination and Stresses in Junction Point of pier and girder of tower1 and tower2 under combination load. Based on the above load combination, the main beam in the earthquake under the most adverse stress are depicting in the following figures.

Figure 4.2 Seismic spectrum

We do the elastic response spectrum vibration mode analysis to get the effective modal participation mass ratio in order to identify the important vibration modes. With proper and reasonable time-integration step, we also get the first 50 order cycles and effective modal participation mass ratios of Wujiang Bridge; see Table 5-2.
Table 4.2 First 50 order cycles and effective converted vibration mass ratio
Modal No.

Frequency (rad/sec) (cycle/sec)


0.258185 0.346684 0.399103 0.437704 0.61346 0.714117 0.824217 0.871324 1.072459 1.186311

TRAN-X Mass (%)


0 50.09 0 24.27 0 13.98 0 0.06 0.07 0

TRAN-Y (rad/sec)
26.63 0 25.75 0 1.84 0 12.66 0 0 10.03 26.63 26.63 52.38 52.38 54.22 54.22 66.88 66.88 66.88 76.9

TRAN-Z (cycle/sec)
0 0.53 0 4.56 0 2.89 0 18.7 2.65 0

Sum (%)
0 50.09 50.09 74.36 74.36 88.34 88.34 88.39 88.47 88.47

Mass (%)
0 0.53 0.53 5.1 5.1 7.98 7.98 26.69 29.34 29.34

1 2 3 4 5 6 7 8 9 10

1.622223 2.178282 2.50764 2.750175 3.854484 4.48693 5.178709 5.474692 6.738461 7.453813

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11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 8.719151 9.994581 10.33602 11.53991 11.705 12.85374 14.16116 15.3074 15.4228 17.65146 19.56635 20.66971 21.3276 21.97641 22.61028 24.11462 26.01111 28.48979 28.97848 29.72718 31.28774 33.51331 34.77415 35.14647 37.46216 38.7265 40.07166 42.04026 43.13642 43.73468 44.73222 48.90048 51.78788 52.89859 54.66612 58.56684 62.2149 63.74233 68.5981 69.97585 1.387696 1.590687 1.645029 1.836633 1.862908 2.045736 2.253819 2.436248 2.454614 2.809317 3.114081 3.289687 3.394393 3.497654 3.598537 3.837961 4.139797 4.53429 4.612068 4.731228 4.979599 5.333809 5.534477 5.593734 5.962289 6.163513 6.377602 6.690916 6.865375 6.960591 7.119354 7.782752 8.242298 8.419072 8.700383 9.321202 9.901809 10.14491 10.91773 11.137 0.91 0 0.51 0.3 0 0.03 0.01 0.01 0 0.67 0.1 0 0.01 0.18 0 0.03 0 0.25 0 0 0.03 0.58 0.03 0 0.87 0.28 0.2 0.18 0.16 1.01 0.31 0 0.03 0.05 0.03 0.01 0.1 0 0.14 0.01 89.38 89.38 89.89 90.2 90.2 90.22 90.23 90.25 90.25 90.92 91.03 91.03 91.04 91.22 91.22 91.25 91.25 91.49 91.49 91.49 91.53 92.11 92.14 92.14 93.02 93.29 93.49 93.67 93.83 94.84 95.15 95.15 95.18 95.23 95.26 95.27 95.37 95.37 95.51 95.52 0 0.09 0 0 4.68 0 0 0 0.32 0 0 0.19 0 0 0 0 1.46 0 0.08 0.22 0 0 0 0.9 0 0 0 0 0 0 0 0 1.11 0 0 0 0 0 0 0 76.9 76.99 76.99 76.99 81.68 81.68 81.68 81.68 82 82 82 82.2 82.2 82.2 82.2 82.2 83.65 83.65 83.73 83.94 83.94 83.94 83.94 84.85 84.85 84.85 84.85 84.85 84.85 84.85 84.85 84.85 85.95 85.95 85.95 85.95 85.95 85.95 85.95 85.95 14 0 1.27 0.03 0 1.23 2.69 0.02 0 0.03 0.15 0 0.09 0.17 4.08 2.36 0 0.05 0 0 0.43 0.47 8.14 0 0.77 0.45 5.85 0.82 6.91 0.03 1.53 0.21 0.04 0.21 2.79 2.2 0.05 0.14 0.04 0.23

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43.35 43.35 44.62 44.65 44.65 45.88 48.57 48.59 48.59 48.62 48.77 48.77 48.86 49.03 53.11 55.47 55.47 55.52 55.52 55.52 55.95 56.42 64.56 64.56 65.33 65.78 71.62 72.44 79.36 79.38 80.91 81.12 81.17 81.37 84.16 86.36 86.42 86.55 86.59 86.82

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As conclusion, the among of first 50 vibration modes of this bridge, the 1, 2, 3, 4, 6, 7, 8, 10, 11 and 15 modes contributed a big participation of the mass. The first 14 vibration modes takes more than 90% of the total mass along the bridge, while the first 50 vibration modes did not exceed 90% of the total mass in the transverse direction and the longitudinal component. The response spectrum mode superposition method in this research adopts the first 50 orders vibration modes.

Figure 4.3 Stress of the bridge upper edge under load combination I The structure main beam edge appears tensile stresses under the load combination I. The maximum tensile stress on the upper edge is 0.07MPa in the main beam side cross-bearing point, and the maximum compressive stress is 12.80MPa in the cross-tower side point.

Figure 4.4 Stress of the bridge lower edge under load combination I

The structure main beam edge appears tensile stresses under the load combination I. The maximum tensile stress on the lower edge is 0.22MPa in the main beam side cross-bearing point, and the maximum compressive stress is 14.00MPa in the joint area of tower and girder.

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Figure 4.5 Stress of the bridge upper edge under load combination II

The structure main beam edge appears tensile stresses under the load combination II. The maximum tensile stress on the lower edge is 0.07MPa in the main beam side cross-bearing point, and the maximum compressive stress is 12.38MPa in the mid side area of higher tower.

Figure 4.6 Stress of the bridge lower edge under load combination II

The structure main beam edge appears tensile stresses under the load combination II. The maximum tensile stress on the lower edge is 0.21 MPa in the main beam side cross-bearing point, and the maximum compressive stress is 14.22 MPa in the joint area of tower and girder.

Figure 4.7 Stress of the bridge upper edge under load combination III

The structure main beam edge appears tensile stresses under the load combina-

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tion III. The maximum tensile stress on the lower edge is 0.07MPa in the main beam side cross-bearing point, and the maximum compressive stress is 12.93MPa in the mid-span side point of higher tower.

Figure 4.8 Stress of the bridge lower edge under load combination III

The structure main beam edge appears tensile stresses under the load combination III. The maximum tensile stress on the lower edge is 0.22MPa in the main beam side cross-bearing point, and the maximum compressive stress is 14.08MPa in the joint area of tower and girder.

Figure 4.9 Stress envelop on upper edge of the bridge

Figure 4.10 Stress envelop on lower edge of the bridge

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Conclusion, it can be seen from the above that the maximum tensile stress on the upper and lower of this bridge structure were 0.07Mpa and 0.22MPa under the three combinations load conditions, which are less than the allowable tensile stress of concrete C60. Based on the above analysis of the bridge under seismic action, the full-bridge stresses are within the acceptable range, which shows that its seismic performance is better.

4.3

SUMMARY
The FE simulation analysis of vibration characteristics of the height and low-

tower cable-stayed bridge such as wind, earthquake has completely analyzed. The structure of the various modes, frequencies and seismic check results and their results show that the bridge structural dynamic performance meet the regulatory requirements and has a good safety reserves in the role of wind and seismic.

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Chapter 5 CONCLUSION AND FUTURE WORK


In this last Chapter, we summarize the present dissertation in the area of recommender system by the construction of the cables-stayed bridge with unequal height of pylons. We conclude our research work and outline the possible future extensions to improve the work done during this research.

5.1 CONCLUSIONS
For the first time, build a model is an iterative, which requires the structural designer to be more patient, objective and domain-based decisions in order to fine-tune the model which can take account all their priorities. The CSB due to its remarkable ability to strides and its great landscape effect has been widely used in the world in recent years. At the same time as the technology continues to advance, cable-stayed bridge in the aspects of design and construction of the further improvement and development. The majority of scholars and CSB Engineers have done some researches which made a lot of results in the domain. But in term of the asymmetric cables-stayed bridge with unequal height of pylons its not too much, and mostly seems concentrated on the traditional towers with equal height of pylons. This paper summarizes the state of research in China as well as abroad as a kind of rare structure, and requires further extensions for its construction. Aerodynamics and seismic are the two significant dynamic loads that have to be consider in the design of CSB with unequal height of pylons. Asymmetrical PC cable-stayed bridge with the unequal height of pylons, Second Fuling Wujiang River Bridge as engineering background, its FE modeling analysis, including the fullbridge structural analysis which bring us to the following main conclusions: The vertical main tower of RC structures, resistance to the ultimate limit state and the deformation satisfy the specifications of the existing road; The main PC beam as members of prestressed concrete limit state in the cross section, the concrete beam analysis and stress analysis of the construction phase of the calculation of the strain, the strength and deformation analysis of the ultimate limit state meet the requirements of the existing roadway requirements; The cable maximum stress is less than the allowable stress, the maximum stress magnitude meeting the requirements;

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Bridge phase full-bridge most unfavorable first-order stability factor of 11.71 is greater than the specification value; The maximum stress of the cable is less than the allowable stress and the maximum stress amplitude, less than 200 MPa of the regulatory requirements; The upper structure under seismic loads has a sufficient safety; In other hand, the Second Fuling Wujiang River Bridge finite element analysis, structural behavior meets the current specification requirements, and can be valuable experience for similar projects. However, the outcome of this investigation cannot represent the situation of all construction processes in cables-stayed bridge type.

5.2 FUTURE WORK


In this dissertation, the focus of attention lies on the optimization of the asymmetric cables-stayed bridge with unequal height of pylons which is still in the exploratory stage, in particular the optimization problem of towers (in term of unequal height) and cable force. But few effective optimization methods suitable for the bridge structure has been known until that day, and often the real objective function implicit or expression is not yet clearly comprehensive. Therefore, in our future work, we look forward to explore the practical engineering optimization as another direction of future research. This is left as our future extensions.

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REFERENCES
1 Hopkins, H. J., A Span of Bridges: An Illustrated History.New York and Washington., Pracger 1970 2 Kavanagh, T. C., Discussion of Historical Developments of Cable-Stayed

Bridges by Podolny and Fleming, Journal of the Structural Division, ASCE, Vol.99,No. ST7, Proc. Paper 9826. July 1973 3 4 5 6
Podolny, W. and scalzi, J.B. Construction and Design of Cable-Stayed Bridges, John Wiley & Sons, New York, 1986 Troitsky, M.S., Cable-Stayed Bridges, Van Nostrand, Reinhold, New York, 1988

Troitsky M. C. Cable-stayed bridges. Crosby Lockwood Staples, London, 1977 Gimsing, N. J.: Cable Supported Bridges, Concept & Design. John Wiley & Sons.Chichester 1998

Leonhardt, F. and Zellner, W., Past, present and future of cable-stayed bridges, in Cable-Stayed Bridges, Recent Developments and Their Future, M. Ito et al., Eds., Elsevier Science Publishers, New York, 1991

Wenk, H.Die Stroemsundbruecke (The Stroemsund Bridge), Der Stahlbau, Vol. 23, No. 4, 7376, 1954

Feng, M. Technological challenges for bridge construction in china in the early 21st century, International Conference on Bridge Engineering-Challenges in the 21st Century, Hong Kong. 2006

10 X.X. Shi. Analysis on Dynamics Characteristics and Earthquake Response of Long-Span Cables-stayed Bridge. Dalian: Dalian Maritime University 2009 11 M. Como, A. Grimaldi, F. Maceri. Statical behaviour of long-span cable-stayed bridges Orignal Research Article. International J. of Solids and Structures, 21, l 8, 1985 12 Gimsing NJ. Suspended Bridges with Very Long Spans. International Conference on Cable-Stayed and Suspension Bridges. Deauville, France, 489-504, 1994.96 13 Abdel-Ghaffar AM, Nazmy AS. 3-D nonlinear seismic behavior of cable-stayed bridges. J Struct Engng ASCE; 117:34 56-76; 1991 14 Karoumi R. Dynamic response of cable-stayed bridges subjected to moving vehicles. Licentiate Thesis, TRITA-BKN Bulletin 22, Department of Structural Engineering, Royal Institute of Technology, Stockholm 1996

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(JTJ 027-96.Code for design of specifications of highway cable stayed bridge. Beijing: Peoples Republic of China Ministry of transportation, 1999) 49 (JTGD 60-2004).: 2004 (JTG D60-2004. General design specification of Highway Bridge Beijing: Peoples Republic of China Ministry of transportation, 2004) 50 , JTG D622004. JTG D62-2004 the road reinforced concrete and prestressed concrete bridge design 51 ..:2002. 52 . [D].2006. 53 , JTJ025-86. (JTJ025-86. Code for design of steel structure and timber structure highway bridges and culverts)

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