Effects of horizontal ground motion incident angle on the seismic risk assessment of a high-speed railway continuous bridge
Effects of horizontal ground motion incident angle on the seismic risk assessment of a high-speed railway continuous bridge
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DOI：
10.1007/s43452-020-00169-0
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发表时间：
2021-01
影响因子：
4.4
通讯作者：
Biao Wei;Zhangliang Hu;Chengjun Zuo;Weihao Wang;Li-zhong Jiang
中科院分区：
文献类型：
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作者：
Biao Wei;Zhangliang Hu;Chengjun Zuo;Weihao Wang;Li-zhong Jiang
研究了水平地震动入射角对高速铁路连续梁桥的影响。为此，对三跨高强混凝土结构进行了增量动力分析、地震易损性分析和地震危险性评估，在五个入射角θ(0°-90°)下进行了一组地面运动。结果表明，纵波(θ= 0°)只引起纵向地震反应，而其他方向的地震波，特别是横向地震波，对滑动层和CA砂浆层等构件产生了纵向和横向的耦合反应。横波作用下滑动层和CA砂浆层的纵向地震损伤应引起抗震设计的重视，因为在不同入射角度θ下的超越概率和地震风险概率都与θ= 0°的计算值相当，变化幅度在5.95%以内。轨道部件在不同入射角下的纵向响应和概率的最大变化量在10.59%以内，横向响应和概率在不同入射角下有显著差异。与轨道部件相比，桥梁结构部件的响应对入射角更为敏感。结果表明，当地震动沿桥梁纵轴线水平方向落在67.5°~90°范围内时，危险概率最大。
This study investigates the effects of horizontal ground motion incident angle on a high-speed railway continuous bridge (HSRCB). To that end, incremental dynamic analyses (IDA), seismic vulnerability analyses and seismic risk assessments were conducted on a three-span HSRCB subjected to a set of ground motions under five incidence anglesθ(0°–90°). The analysis was developed only from the perspective of PGA and the results showed that the longitudinal waves (θ= 0°) only caused seismic responses in the longitudinal direction, while the waves in other directions, especially in the transverse direction, caused a coupling response both in longitudinal and transverse directions for some components, such as the sliding layer and CA mortar layer. The longitudinal seismic damage of the sliding layer and CA mortar layer under the transverse waves should receive more attention in seismic design since the exceeding probabilities and seismic risk probabilities under various incident anglesθare as high as the calculated value forθ= 0°, and with a variation within 5.95%. The maximum variation of the longitudinal response and probability for track parts was within 10.59% under various incident angles, with a significant difference in the transverse response and probabilities in response to different incident angles. In addition, the responses of bridge structure components were more sensitive to the incident angles in comparison with the track parts. Finally, results indicate that the risk probabilities are at a maximum when the ground motions fall within horizontal orientations of 67.5°–90° at the bridge longitudinal axis.