The traveling wave effect and soil–structure interaction have significant influence on the seismic response of large-span bridges with complex site conditions. In this paper, a 1/10 scaled-down large-span rigid-framed bridge model was designed and fabricated, and a shaking tables test considering the traveling wave effect and soil–structure interaction was carried out on a large-scale continuous rigid bridge model by a real-time substructure hybrid test technique. Influences of the traveling wave effect and soil–structure interaction on the seismic responses of the rigid-framed bridge specimen were systematically analyzed with experimental data. The test results showed that when the apparent wave speed was small, the traveling wave effect increased the seismic responses of the rigid-framed bridge. With the increase in apparent wave speed, the structural response under traveling wave excitation and uniform excitation was basically the same. The SSI effect lead to a great change in the seismic input peaks and spectral characters at the bottom of the pier, and increased the seismic responses of the rigid-framed bridge. When both traveling wave and the SSI effect were considered, there was a phase difference in the seismic excitation. The dynamic responses of a continuous rigid-framed bridge could not be simply obtained by superposition of the separate traveling wave effect or SSI effect. Meanwhile, the real-time substructure test method in this paper solved the problems that the traditional soil box experiment cannot be applied to the test of a large-scale model, the soil and bridge structure find it difficult to meet the unified similarity ratio, and the boundary conditions are difficult to simulate accurately.

Continuous rigid-framed bridges with super-high piers (CRFB-HP) have been widely applied in mountain areas. However, their seismic performance is still urgently to be clarified. In this study, the refined finite element model (FEM) of a CRFB-HP was constructed and verified according to the shaking table test results of its scaled model. On this basis, systematic elastic-plastic time history analysis of the CRFB-HP was conducted to investigate the influence of parameters on their seismic performance, including main bridge span, pier height and number of tie beams. The results show that CRFB-HP have the characteristic of long vibration periods and are more sensitive to long-period ground motions. Along the longitudinal and transverse directions, the peak pier top displacement and pier bottom bending moment of CRFB-HP are both relatively large under NLPL (+20~+70%) and NFPT (T_P ≈ T₁, +50~+120%) excitations. For the same span, the peak pier top displacement increases with the pier height increasing, while the peak pier bottom bending moment decreases with the pier height increasingFor the same pier height, the peak pier top displacement and peak pier bottom bending moment both increase with the span length increasing. Moreover, the pier height change has a greater effect on the pier top displacement than that of the span change. CRFB-HP show obvious high-order response participation (HRP) under different ground motions. The NFPT (T_P ≈ T₁), ground motions can significantly increase HRP. Moreover, compared with cast-in-place CRFB-HP, the HRP of a fabricated super-high pier is greater (+20~+30%). The peak pier top displacement and pier bottom bending moment both decrease with the increase in the number of tie beams. The reasonable arrangement of tie beams can improve the lateral seismic performance of CRFB-HP. However, compared to the cast-in-place CRFB-HP, the peak pier top displacement is larger, and the peak pier bottom bending moment is smaller, for the fabricated CRFB-HP.

The accuracy of bridge performance monitoring and evaluation is easily affected by unfavorable factors such as vehicle coupling and test noise. In order to accurately evaluate the dynamic response and health monitoring threshold of the bridge under different operating conditions, a time-varying dynamic vehicle group model including the main uniform mass and the coupling mass was established, and the influence of road roughness was considered in the coupling equation. A bridge monitoring strategy considering signal noise ratio and vehicle–bridge interaction was proposed, and the effectiveness of the monitoring strategy was verified by taking a simple supported beam as an example. The results showed that the proposed time-varying dynamic vehicle group model could accurately consider the influence of road roughness and estimate the threshold of health monitoring, and the proposed bridge monitoring strategy could filter out a large amount of low signal-to-noise ratio or meaningless data, thus saving computing resources and realizing the lightweight safety monitoring of bridges.

An adaptive nonsingular terminal sliding mode control (ANTSMC) scheme for the n-link robot manipulator is presented in this study, which can achieve faster convergence and higher precision tracking compared with the linear hyperplane-based sliding mode control. Novel adaptive updating laws based on the actual tracking error are employed to online adjust the upper bound of uncertainty, which comprehensively consider both the tracking performance and chattering eliminating problem. The stability analysis of the proposed ANTSMC is verified using the Lyapunov method with the existence of the parameter uncertainty and the actuator faults. Numerical simulation studies the comparison of performance between ANTSMC and the conventional nonsingular terminal sliding mode control (NTSMC) scheme to validate the advantages of the proposed control algorithm.

This paper proposed an adaptive vector nonsingular terminal sliding mode control (NTSMC) algorithm for the finite-time tracking control of a class of n-order nonlinear dynamical systems with uncertainty. The adaptive vector NTSMC incorporates a vector design idea and novel adaptive updating laws based on the commonly used NTSMC, which consider the common existence of the degree-of-freedom (DOF) directional differences and eliminate the chattering problem. The closed-loop stability of the n-order nonlinear dynamical systems under the adaptive vector NTSMC is demonstrated using Lyapunov direct method. Simulations performed on a two-degree-of-freedom (DOF) manipulator are provided to illustrate the effectiveness and advantages of the proposed adaptive vector NTSMC by comparing with the common NTSMC.