Measurement and Analysis of Concrete Curling Slab Using Imbedded Sensors

2015 ◽  
Vol 742 ◽  
pp. 95-98
Author(s):  
Wang Qiang
Keyword(s):  
Concrete Slab ◽  
Three Dimensions ◽  
Strain Gages ◽  
The Finite Element Method ◽  
Design Data ◽  
Rigid Pavement ◽  
Measurement And Analysis ◽  
Longitudinal Joint ◽  
Full Scale Tests ◽  
Slab Curling

A series of accelerated full-scale tests on rigid pavement were conducted to evaluate the concrete slab curling effects on the pavement design. Data from deflection sensors and embedded strain gages were acquired and analyzed along with the observed performance data. The collected data can be used for identifying the slab corner cracking and potentially giving the slab curling amount. Traffic tests were simulated using the finite element method in three dimensions and compared with sensor readings. A comparison of maximum tensile stresses between the curling slab and flat slab was performed. It was found that the critical stresses are located near the longitudinal joint in the curling model, the same as the distress observation of concrete slab.

Smoothed particle hydrodynamics versus finite element method for blast impact

2013 ◽  
Vol 61 (1) ◽  
pp. 111-121 ◽  
Author(s):  
T. Jankowiak ◽  
T. Łodygowski
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Smoothed Particle Hydrodynamics ◽  
Concrete Slab ◽  
The Finite Element Method ◽  
Particle Hydrodynamics ◽  
Mesh Density ◽  
Smoothed Particle ◽  
Element Method

Abstract The paper considers the failure study of concrete structures loaded by the pressure wave due to detonation of an explosive material. In the paper two numerical methods are used and their efficiency and accuracy are compared. There are the Smoothed Particle Hydrodynamics (SPH) and the Finite Element Method (FEM). The numerical examples take into account the dynamic behaviour of concrete slab or a structure composed of two concrete slabs subjected to the blast impact coming from one side. The influence of reinforcement in the slab (1, 2 or 3 layers) is also presented and compared with a pure concrete one. The influence of mesh density for FEM and the influence of important parameters in SPH like a smoothing length or a particle distance on the quality of the results are discussed in the paper

Field and laboratory tests were conducted (18-23), survey and review of the tests have been reported (24-26). Some correlation of theoretical and experimental data can be found in reference (27). The aforementioned brief review is limited to right (not skewed) straight (not curved) composite concrete slab on more than two steel girders type bridges. Distribution of loads for other types is being investigated under the NCHRP Project 12-26, which includes literature review and evaluation of available information. This will eventually lead to a recommended load distribution method (to replace the one that exists now) for consideration by AASHTO subcommittee on bridges and structures. The continuous portion of the bridge is about 1320 feet long, along its center line, and is composed of 6 continuous spans. The longest span is 300 feet (span 4) and it is the second continuous span from west to east (Bangor to Brewer). The spans west (span 3) and east (span 5) of the longest span are 199 feet and 247 feet respectively. The bridge is slightly curved in plan in spans 3 and 4. The bridge has 8 steel girders which are spaced at 14.0 ft. minimum to about 21 ft. maximum spacings. The girders are welded plate girders made of ASTM A588 unpainted weathering steel. The total depth of the girders in span 4 is about 10 ft. The webs are reinforced by single sided intermediate vertical stiffeners spaced at 10 to 13 ft apart. Intermediate cross-bracing diaphragms are provided between the girders at spacings vary between 17.5 and 25 feet. The bridge deck is composed of a 12 inch reinforced concrete slab which acts compositly with the steel girders (using shear connectors), and a 3 inch bituminous wearing surface. The top flange of the steel girders are embeded in the concrete and the depth of the slab over the top flange is 16 inches at the haunch. The haunch is rectangular and has a width equals the width of the steel flange plus 8 inches; 4 inches on each side of the steel flange. of the two middle girders (girder 5) was instrumented by 30 strain gages. The strain gages were Installed within span 4 (the longest span) as described in the following. Eighteen gages were installed at the location of one of the four bolted splices within the span; Six at the top flange, six

1987 ◽  
pp. 47-47
Keyword(s):  
Concrete Slab ◽  
Weathering Steel ◽  
Strain Gages ◽  
Steel Girders ◽  
Reinforced Concrete Slab ◽  
Distribution Method ◽  
Shear Connectors ◽  
The One ◽  
Available Information ◽  
Over The Top

scholarly journals Utilization of copper fiber waste to increase compressive strength and split tensile strength of rigid pavement

2021 ◽  
Vol 878 (1) ◽  
pp. 012052
Author(s):  
H Ndruru ◽  
R M Simanjuntak ◽  
S P Tampubolon
Keyword(s):  
Tensile Strength ◽  
Compressive Strength ◽  
Surface Layer ◽  
Concrete Slab ◽  
Residential Areas ◽  
Split Tensile Strength ◽  
Rigid Pavement ◽  
Traffic Loads ◽  
Pavement Construction ◽  
Low Traffic

Abstract The rigid pavement is a pavement construction in which a concrete slab is used as the top layer, which is located above the foundation or directly above the subgrade, without or with an asphalt surface layer. One type of rigid pavement used in Indonesia is rigid pavement without using reinforcement which is usually used in areas with low traffic or residential areas. Pavement without using reinforcement is the small split tensile strength so that the part of the plate will experience cracks due to stresses that cannot be avoided from traffic loads. Therefore, it is necessary to have reinforcement on the concrete slab so that the cracks do not extend. In this research, the use of copper fiber waste from electronic cables as a substitute solution for reinforcement to be used as a mixture in concrete. The experiments were carried out using fiber with variations of 0%, 0.5%, 1%, and 1.5% of the total weight of concrete mixture material and then tested at 28 days of concrete age. This research showed the variation of fiber weight until 1,5% increase the split tensile strength up to 32,46% and the compressive strength up to 9,16%.

Nonlinear Behaviour of Concrete Foundation Slab

2016 ◽  
Vol 821 ◽  
pp. 495-502
Author(s):  
Josef Fiedler ◽  
Tomáš Koudelka
Keyword(s):  
Finite Element Method ◽  
Concrete Slab ◽  
Material Model ◽  
Nonlinear Material ◽  
Nonlinear Behaviour ◽  
Plastic Yielding ◽  
The Finite Element Method ◽  
Foundation Slab ◽  
Subsoil Model ◽  
Concrete Computation

A layered model is used for nonlinear analysis of a foundation concrete slab. Calculation is performed using interaction with elastic Winkler-Pasternak subsoil model and considering plastic yielding of slab layers. Two Drucker-Prager yield criterions define a nonlinear material model for concrete. Computation is done by the SIFEL solver using the Finite Element Method.

The Distortion Analysis on Semi-Rigid Pavement Structure under the Wheel Load

2011 ◽  
Vol 255-260 ◽  
pp. 3371-3375
Author(s):  
Jian Hong Gao
Keyword(s):  
Finite Element ◽  
Elastic System ◽  
Basal Layer ◽  
The Finite Element Method ◽  
Wheel Load ◽  
Rigid Pavement ◽  
Thickness Change ◽  
Finite Element Software ◽  
Distortion Analysis ◽  
Pavement Structure

Based on the multi-layer elastic system model, a large general used finite element software is used to analysis in the paper. The conclusion of the most distortion lying the wheel load center and the law of the distortion with basal layer rigidity & thickness change are elicited. Above contents show the finite element method possesses extensive using foreground in the pavement structure analyse.

New Development of the P and H-P Version Finite Element Method with Quasi-Uniform Meshes for Elliptic Problems

2013 ◽  
Vol 444-445 ◽  
pp. 671-675
Author(s):  
Jian Ming Zhang ◽  
Yong He
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Automobile Industry ◽  
Large Scale ◽  
Elliptic Problems ◽  
Three Dimensions ◽  
The Finite Element Method ◽  
New Development ◽  
Engineering Problems ◽  
Element Method

In recent three decades, the finite element method (FEM) has rapidly developed as an important numerical method and used widely to solve large-scale scientific and engineering problems. In the fields of structural mechanics such as civil engineering , automobile industry and aerospace industry, the finite element method has successfully solved many engineering practical problems, and it has penetrated almost every field of today's sciences and engineering, such as material science, electricmagnetic fields, fluid dynamics, biology, etc. In this paper, we will overview and summarize the development of the p and h-p version finite element method, and introduce some recent new development and our newest research results of the p and h-p version finite element method with quasi-uniform meshes in three dimensions for elliptic problems.

Investigation of API 8 Round Casing Connection Performance—Part I: Introduction and Method of Analysis

1984 ◽  
Vol 106 (1) ◽  
pp. 130-136 ◽  
Author(s):  
W. T. Asbill ◽  
P. D. Pattillo ◽  
W. M. Rogers
Keyword(s):  
Finite Element Method ◽  
Finite Element ◽  
Internal Pressure ◽  
Mechanical Behavior ◽  
Experimental Analysis ◽  
Strain Gages ◽  
The Finite Element Method ◽  
Strength Of Materials ◽  
Methods Of Analysis ◽  
Element Method

The purpose of this investigation was to gain a better understanding into the mechanical behavior of the API 8 Round casing connection, when subjected to service loads of assembly interference, tension and internal pressure. The connection must provide both structural and sealing functions and these functions were evaluated by several methods. Part I discusses the methods of analysis, which include hand calculations using strength of materials, finite element method via unthreaded and threaded models, and experimental analysis using strain gages. Comparisons of all three methods are made for stresses and show that the finite element method accurately models connection behavior.

scholarly journals GPR APPLIED TO RIGID PAVEMENT FROM SANTOS DUMONT AIRPORT, RJ

2014 ◽  
Vol 32 (2) ◽  
pp. 225
Author(s):  
Welitom Rodrigues Borges ◽  
Luís Anselmo Da Silva ◽  
Luciano Soares Da Cunha ◽  
Raimundo Mariano Gomes Castelo Branco ◽  
Márcio Muniz de Farias
Keyword(s):  
Electromagnetic Wave ◽  
Ground Penetrating Radar ◽  
Rio De Janeiro ◽  
Concrete Slab ◽  
Geophysical Investigation ◽  
Rigid Pavement ◽  
Ground Penetration Radar ◽  
Speed Of Propagation ◽  
Ground Penetrating ◽  
Pavement Thickness

ABSTRACT. This paper presents the results of a research performed by using Ground Penetration Radar (GPR) to evaluate the structure of the rigid pavement ofSantos Dumont Airport in Rio de Janeiro, Brazil. The GPR data profiles were acquired with 250 and 700 MHz shielded antennas. The geophysical investigation wasperformed along of 6 profiles, totaling 1432 meters of GPR sections. For calibration of the speed of propagation of electromagnetic wave were drilled three boreholesuntil the depth of 1.8 m. The results of GPR allowed the precise delineation of reflectors related to geotechnical interfaces (pavement thickness – concrete slab andmacadam) and geological (sand/embankment soil), showing the efficiency of this method in this case study.Keywords: GPR, concrete, rigid pavement, Santos Dumont Airport. RESUMO. Este trabalho apresenta o resultado de uma pesquisa desenvolvida usando Ground Penetrating Radar (GPR) para avaliar a estrutura do pavimento rígido do pátio de manobras de aeronaves do Aeroporto Santos Dumont, no Rio de Janeiro, Brasil. Para isso foram usadas antenas blindadas com frequências de250MHz e de 700 MHz. Os dados de GPR foram adquiridos no modo common offset , ao longo de 6 perfis que totalizam 1432 metros de investigação. Para a calibração da velocidade de propagação da onda eletromagnética foram executados três furos de sondagem até a profundidade de 1,8 m. Os resultados de GPR possibilitaram odelineamento preciso de refletores relacionados a interfaces geotécnicas (espessura do pavimento – revestimento de concreto e do macadame) e geológicas (areia/aterrocom entulho), mostrando a eficiência da aplicação deste método neste estudo de caso.Palavras-chave: GPR, concreto, pavimento rígido, Aeroporto Santos Dumont.

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