Typical diseases of a long-span concrete-filled steel tubular arch bridge and their effects on vehicle-induced dynamic response

doi:10.1007/s11709-020-0649-9

Front. Struct. Civ. Eng.

2020, Vol. 14

Issue (4) : 867-887 https://doi.org/10.1007/s11709-020-0649-9

RESEARCH ARTICLE

Typical diseases of a long-span concrete-filled steel tubular arch bridge and their effects on vehicle-induced dynamic response

Jianling HOU¹, Weibing XU¹(

), Yanjiang CHEN¹, Kaida ZHANG¹, Hang SUN², Yan LI²

¹. College of Architecture and Civil Engineering, Beijing University of Technology, Beijing 100124, China
². School of Transportation Science and Engineering, Harbin Institute of Technology, Harbin 150090, China

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Abstract

A long-span concrete-filled steel tubular (CFST) arch bridge suffers severe vehicle-induced dynamic responses during its service life. However, few quantitative studies have been reported on the typical diseases suffered by such bridges and their effects on vehicle-induced dynamic response. Thus, a series of field tests and theoretical analyses were conducted to study the effects of typical diseases on the vehicle-induced dynamic response of a typical CFST arch bridge. The results show that a support void results in a height difference between both sides of the expansion joint, thus increasing the effect of vehicle impact on the main girder and suspenders. The impact factor of the displacement response of the main girder exceeds the design value. The variation of the suspender force is significant, and the diseases are found to have a greater effect on a shorter suspender. The theoretical analysis results also show that the support void causes an obvious longitudinal displacement of the main girder that is almost as large as the vertical displacement. The support void can also cause significant changes in the vehicle-induced acceleration response, particularly when the supports and steel box girder continue to collide with each other under the vehicle load.

Keywords long-span arch bridge expansion joint disease vehicle-bridge coupling vibration dynamic response

Corresponding Author(s): Weibing XU

Just Accepted Date: 28 June 2020 Online First Date: 31 July 2020 Issue Date: 27 August 2020

Cite this article:

Jianling HOU,Weibing XU,Yanjiang CHEN, et al. Typical diseases of a long-span concrete-filled steel tubular arch bridge and their effects on vehicle-induced dynamic response[J]. Front. Struct. Civ. Eng., 2020, 14(4): 867-887.

URL:

https://academic.hep.com.cn/fsce/EN/10.1007/s11709-020-0649-9
https://academic.hep.com.cn/fsce/EN/Y2020/V14/I4/867

Fig.1 Photograph of the bridge.

Fig.2 Bridge layout (unit: m). (a) Elevation view; (b) side view.

Fig.3 Layout of the expansion joint (unit: cm). (a) D80; (b) D160.

Fig.4 Layout of the supports (cm).

Fig.5 Typical disease of the expansion joint. (a) Modular expansion joint (East-South); (b) elastomeric flexible strip (West-South).

Fig.6 Diseases of the steel box girder support. (a) Corrosion of the steel plate (the West middle support); (b) weld cracking and partial detachment (the West-North side support); (c) weld cracking and partial detachment (the West-South side support); (d) larger residual deformation and position deviation (the East-North side support).

Fig.7 Disease of the suspender.

Tab.1 Measured suspender force without the effect of traffic loads

Fig.8 Layout of the measurements.

Fig.9 Frequency spectrum of the acceleration response of the girders. (a) Steel box girder; (b) concrete box girder.

Tab.2 Dynamic characteristics of the bridge

Fig.10 Time-history of the relative displacement response between two sides of the expansion joint (Deck3-D).

Fig.11 Time-history curves of the displacement response of the mid-span and the pivot. (a) Deck1-D; (b) Deck3-D.

Fig.12 Time–frequency curve of suspenders. (a) S1; (b) S4; (c) S8.

Fig.13 Analysis model of gap element.

Fig.14 Finite element analysis model of the bridge.

Fig.15 Model of vehicle.

Fig.16 Measurement points (unit: m).

Fig.17 The displacement time-history curves. (a) Single vehicle; (b) parallel vehicles.

Fig.18 Vertical displacement response of the steel box girder in mid-span. (a) 20 km/h; (b) 40 km/h; (c) 60 km/h; (d) 80 km/h.

Fig.19 Peak vertical dynamic response of the steel box girder in mid-span. (a) Vertical displacement; (b) vertical acceleration.

Fig.20 Longitudinal displacement response of the steel box girder in mid-span. (a) 20 km/h; (b) 40 km/h; (c) 60 km/h; (d) 80 km/h.

Fig.21 Peak longitudinal acceleration of the steel box girder in mid-span. (a) Longitudinal displacement; (b) longitudinal acceleration.

Fig.22 Vertical dynamic response of the main beam near the support area. (a) 20 km/h; (b) 40 km/h; (c) 60 km/h; (d) 80 km/h.

Fig.23 Peak acceleration of the steel box girder near the support area. (a) Vertical acceleration; (b) longitudinal acceleration.

Fig.24 Time-history curves for stress amplitude of suspenders. (a) S1; (b) S8.

Fig.25 Peak stress amplitude of suspenders. (a) S1; (b) S8.

Fig.26 Typical dynamic response results of the bridge under three-vehicle following condition at a speed of 60 km/h. (a) Vertical displacement in the midspan; (b) longitudinal displacement in the mid-span; (c) vertical displacement of area near the support; (d) peak acceleration response of the main girder.

Fig.27 Average contact forces between the support and the girder.

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