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To optimize the design of girder bridge, the proper cell number of the two-lane CSWs PC box girder was investigated. Based on the two-lane CSWs PC box girder bridge design parameter, the mechanical behaviors of single-room girder box with single cell to five cells were analyzed under four different load conditions by finite element analysis (FEA).The mid-span displacement in the bottom flange, the von-Mises shear stress in both corrugated web sides, the normal warping stress and the natural frequency of the box girders were obtained. The results show that multiplying cell numbers can increase the prestressing efficiency and decrease the von-Mises shear stress in both corrugated web sides in some cases. However, with the cell number increasing, the normal warping stress under eccentric load and the dead weight of the girder are increased dramatically. By simple formula method and principal component analysis method, the proper cell number for the two-lane CSWs PC box girder is suggested. [ABSTRACT FROM AUTHOR]

Taking a continuously curved box girder bridge on ramp as example, the coupling vibration response and the impact coefficient of space vehicle-bridge of the bridge were analyzed. Considering the influence of bridge damping ratio and bridge deck irregularity, the general software of ANSYS was used to simulate the bridge. The vehicle was simplified to 16-degree-of-freedom model. The coupled vibration response MATLAB program of highway curved box girder bridge was compiled by modal synthesis method, and the dynamic response of continuously curved box girder bridge was investigated under multi-vehicle loading. The results show that the impact coefficient of the vertical deflection of main girder is less affected by the number of transversely loaded vehicles, and the dynamic response of the outer web of the mid-span section is the largest. It is suggested that the impact coefficient at the outer web should be used for the design. When the longitudinal vehicle spacing is fixed with the vehicle speed less than 22 m·s-1, the impact coefficient is the maximum under the single-vehicle condition and is decreased significantly with the increasing of the number of vehicle loading at the longitudinal direction. When the vehicle speed is more than 22 m·s-1, the impact coefficient of the main girder under the longitudinal two-vehicle and three-vehicle conditions fluctuates up and down the impact coefficient curve under the single-vehicle condition. The longitudinal vehicle spacing has little influence on the impact coefficient in the design. [ABSTRACT FROM AUTHOR]