Project Design and Mechanical Analysis for Sutong Bridge Deck Pavement

2009 ◽  
Author(s):  
Jian-jun Yang ◽  
Jian-long Zheng
Keyword(s):  
Bridge Deck ◽  
Mechanical Analysis ◽  
Project Design ◽  
Sutong Bridge ◽  
Bridge Deck Pavement

Study on the Anti-Cracking of GFRP Bars Asphalt Concrete Bridge Deck Pavement under the Vehicle Load

2014 ◽  
Vol 919-921 ◽  
pp. 1173-1177
Author(s):  
Xiao Xin Feng ◽  
Xiong Jun He ◽  
Zhu Hua Yang
Keyword(s):  
Bridge Deck ◽  
Mechanical Analysis ◽  
Solid Model ◽  
Finite Element Software ◽  
Gfrp Bars ◽  
Vehicle Load ◽  
Load Carrying ◽  
Concrete Bridge Deck ◽  
Distribution Of Stress ◽  
Bridge Deck Pavement

the mechanical analysis of bridge deck pavement is limited at home and abroad.As is known to all,when we referred to the load-carrying capability of a bridge, the deck pavement is surely the weakest part. It is necessary to analyze the distribution of stress on bridge deck pavement, then design the pavement reasonably. In this paper, the model of bridge deck structure can be analyzed using solid model of bridge deck established in the principle of the finite element software. The analysis mainly includes two sides: one is analyzing the tensile stress of the deck caused by vehicle from Horizontals and verticals;the other is about finding the position of the most unfavorable load, and replacing corrosion-resistant GFRP with common steel ,then establishing GFRP reinforced asphalt bridge deck solid model. The author will analyze the setting states and the most suitable location of GFRP bras under the vehicle load on the bridge deck. At last we make the conclusion that the GFRP bars can effectively undertake the stress to prevent cracking.

Mechanic Analysis of Continuous Bridge-Deck Pavement on Curved Slope in Qinling Mountains Expressway

2012 ◽  
Vol 193-194 ◽  
pp. 569-572
Author(s):  
Wei Xu ◽  
Shan Qiang Li ◽  
Xuan Cang Wang ◽  
Rui Min Han
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Bridge Deck ◽  
Structural Parameters ◽  
Mechanical Analysis ◽  
Qinling Mountains ◽  
Mechanic Analysis ◽  
Model Study ◽  
Bridge Deck Pavement ◽  
Element Method

This paper introduce the innovative application of finite element method in bridge-deck pavement on curved slope. Based upon Xi’an-Hanzhong Expressway in Qinling Mountains, the developed combination of FE models, including the overall and sub-model, study loading response of bridge-deck pavement on curved slope, and relate the mechanical analysis to structural parameters.

Developing cold-mixed epoxy resin-based ultra-thin antiskid surface layer for steel bridge deck pavement

2021 ◽  
Vol 291 ◽  
pp. 123366
Author(s):  
Yang Liu ◽  
Zhendong Qian ◽  
Xijun Shi ◽  
Yuheng Zhang ◽  
Haisheng Ren
Keyword(s):  
Surface Layer ◽  
Epoxy Resin ◽  
Bridge Deck ◽  
Steel Bridge ◽  
Bridge Deck Pavement

scholarly journals A Comprehensive Life-Cycle Cost Analysis Approach Developed for Steel Bridge Deck Pavement Schemes

Coatings ◽  
2021 ◽  
Vol 11 (5) ◽  
pp. 565
Author(s):  
Changbo Liu ◽  
Zhendong Qian ◽  
Yang Liao ◽  
Haisheng Ren
Keyword(s):  
Life Cycle ◽  
Life Cycle Cost ◽  
Bridge Deck ◽  
Analysis Approach ◽  
Steel Bridge ◽  
User Cost ◽  
Construction Quality ◽  
Concrete System ◽  
Traffic Conditions ◽  
Bridge Deck Pavement

This study aims to evaluate the economy of a steel bridge deck pavement scheme (SBDPS) using a comprehensive life-cycle cost (LCC) analysis approach. The SBDPS are divided into the “epoxy asphalt concrete system”(EA system) and“ Gussasphalt concrete system”(GA system) according to the difference in the material in the lower layer of the SBDPS. A targeted LCC checklist, including manager cost and user cost was proposed, and a Markov-based approach was applied to establish a life-cycle performance model with clear probability characteristics for SBDPS. Representative traffic conditions were designed using a uniform design method, and the LCC of SBDPS under representative traffic conditions and different credibility (construction quality as a random factor) was compared. The reliability of the LCC analysis approach was verified based on the uncertainty analysis method. Based on an expert-scoring approach, a user cost weight was obtained to ensure it is considered reasonably in the LCC analysis. Compared with the cumulative traffic volume, the cumulative equivalent single axle loads (CESAL) have a closer relationship with the LCC. The GA system has better LCC when the CESAL is less, while the EA system is just the opposite. The breaking point of CESAL for the LCC of the EA system and the GA system is 15 million times. The LCC analysis of SBDPS should consider the influence of random factors such as construction quality. The comprehensive LCC analysis approach in this paper can provide suggestions for bridge-management departments to make a reasonable selection on SBDPS.

scholarly journals The Impact of Traffic-Induced Bridge Vibration on Rapid Repairing High-Performance Concrete for Bridge Deck Pavement Repairs

2014 ◽  
Vol 2014 ◽  
pp. 1-9 ◽  
Author(s):  
Wei Wang ◽  
Shuo Liu ◽  
Qizhi Wang ◽  
Wei Yuan ◽  
Mingzhang Chen ◽  
...  
Keyword(s):  
Compressive Strength ◽  
High Performance ◽  
Bridge Deck ◽  
High Performance Concrete ◽  
Reduction Rate ◽  
Harmonic Vibration ◽  
Hydration Reaction ◽  
Self Healing ◽  
The Impact ◽  
Bridge Deck Pavement

Based on forced vibration tests for high-performance concrete (HPC), the influence of bridge vibration induced by traveling vehicle on compressive strength and durability of HPC has been studied. It is concluded that 1 d and 2 d compressive strength of HPC decreased significantly, and the maximum reduction rate is 9.1%, while 28 d compressive strength of HPC had a slight lower with a 3% maximal drop under the action of two simple harmonic vibrations with 2 Hz, 3 mm amplitude, and 4 Hz, 3 mm amplitude. Moreover, the vibration had a slight effect on the compressive strength of HPC when the simple harmonic vibration had 4 Hz and 1 mm amplitude; it is indicated that the amplitude exerts a more prominent influence on the earlier compressive strength with the comparison of the frequency. In addition, the impact of simple harmonic vibration on durability of HPC can be ignored; this shows the self-healing function of concrete resulting from later hydration reaction. Thus, the research achievements mentioned above can contribute to learning the laws by which bridge vibration affects the properties of concrete and provide technical support for the design and construction of the bridge deck pavement maintenance.

Fatigue performance of bridge deck pavement materials

2009 ◽  
Vol 24 (2) ◽  
pp. 318-320 ◽  
Author(s):  
Shaopeng Wu ◽  
Guang Zhang ◽  
Jun Han ◽  
Gang Liu ◽  
Jie Zhou
Keyword(s):  
Bridge Deck ◽  
Fatigue Performance ◽  
Pavement Materials ◽  
Bridge Deck Pavement

scholarly journals A Study on Dynamic Amplification Factor and Structure Parameter of Bridge Deck Pavement Based on Bridge Deck Pavement Roughness

2018 ◽  
Vol 2018 ◽  
pp. 1-8
Author(s):  
Fei Han ◽  
Dan-hui Dan ◽  
Hu Wang
Keyword(s):  
Bridge Deck ◽  
Amplification Factor ◽  
Amplification Coefficient ◽  
Dynamic Amplification Factor ◽  
Vibration Load ◽  
Pavement Roughness ◽  
Composite Bridge ◽  
Dynamic Amplification ◽  
Cushion Layer ◽  
Bridge Deck Pavement

In order to study the coupled influence of deck pavement roughness and velocity on dynamic amplification factor, a 2-DOF 1/4 vehicle model is employed to establish the vehicle-bridge-coupled vibration system. The random dynamic load of running vehicle simulated by software MATLAB is applied on bridge deck pavement (BDP) through ANSYS software. Besides, the influence of BDP parameters on control stress under static load and random vibration load is analyzed. The results show that if the surface of BDP is smooth, the dynamic magnification coefficient would first increase and then decrease with increasing of vehicle velocity and reach its maximum value when v = 20 m/s; if the surface of BDP is rough, the maximal and minimum values of the dynamic amplification coefficient (DAC) occur, respectively, when the velocity reaches 10 m/s and 15 m/s. For a composite bridge deck with the cushion layer, the thickness of asphalt pavement should be not too thick or thin and better to be controlled for about 10 cm; with the increasing of cushion layer thickness, the control stress of deck pavement is all decreased and show similar change regularity under effect of different loads. In view of self-weight of structure, the thickness of the cushion layer is recommended to be controlled for about 4 cm.

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