Parameters analysis and design of transverse connection strengthening prestressed concrete T‐girder bridge

Chen, Chen; Yang, Caiqian; Pan, Yong; Zhang, Honglei; Backer, Hans De

doi:10.1002/suco.202100040

Cited by 8 publications

(7 citation statements)

References 9 publications

(12 reference statements)

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“…The T girder and box girder are the most common beam section forms in railway engineering [ 42 ]. Moreover, in the calculation of flexural capacity, the box girder can also be decomposed into a T girder [ 43 ].…”

Section: Experimental Methodsmentioning

confidence: 99%

Theoretical and Experimental Investigation on the Flexural Behaviour of Prestressed NC-UHPC Composite Beams

et al. 2023

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To investigate the normal section strength and cracking bending moment of normal concrete–ultra-high-performance concrete (NC-UHPC) composite beams, calculation formulas were established considering the tensile strength of UHPC based on the current railway bridge design code. Using the railway T-beam as a template, prestressed NC-UHPC composite beams with different NC layer heights were built. A static bending test was performed, the pressure of the steel strand and the deflection and strain of the beam were measured, and the evolution of cracks in each beam was observed. The calculation formulas of the normal section strength and cracking bending moment of NC-UHPC composite beam were verified by the test. The results showed that the type of strain was similar to load-deflection curves with increasing load; the bending failure process of the NC-UHPC composite beam showed four obvious stages: elasticity, uniform cracking, crack development, and yield. Cracks in the beam started to appear at stage II, developed rapidly at stage III, and stopped emerging at stage IV. The calculation formulas for the normal section strength and the cracking bending moment of the NC-UHPC composite beam were in good agreement with the test values. Normal concrete with a compressive strength of 80 MPa can replace UHPC for the design of NC-UHPC composite beams.

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Section: Experimental Methodsmentioning

confidence: 99%

Theoretical and Experimental Investigation on the Flexural Behaviour of Prestressed NC-UHPC Composite Beams

et al. 2023

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“…The adjustment factors of the tandem and UDL systems were one. 36 For the CC, 35 the lane load comprised one concentrated (P k ) and one uniform line load (q k ) were 280 kN and 10.5 kN/m, respectively, as shown in Figure 11b.…”

Section: Strengthening and Load Modes 41 | Loading Conditionsmentioning

confidence: 99%

Investigation on mechanical performance of prestressed concrete box‐girder bridge strengthened using composite trusses with different shapes

Hou,

Yang,

Yang

et al. 2024

Structural Concrete

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In this study, a finite element (FE) model of an existing prestressed concrete box‐girder (PCB) bridge is developed using Abaqus/Explicit (2022), and a series of FE simulations are conducted to examine the results of composite trusses (CTs) in strengthening PCB bridges with different shapes. A concrete damage plastic model of concrete is used to predict the nonlinear behavior of concrete. Field tests and theoretical calculations are performed to verify the rationality of the model. Three CTs of different shapes, that is, a K‐shaped composite truss (KCT), an X‐shaped composite truss (XCT), and a triangle‐shaped composite truss (TCT), are used to strengthen the PCB bridge models. The deflection, load distribution, distortion, and surface connection forces under two types of lane loads (European code [EU] and Chinese code [CC]) are discussed. The results show that the CT can reduce the deflection and distortion of the PCB bridge and improve the load distribution. However, the different CT shapes offer other strengthening effects. Among them, the XCT reduces deflection the most significantly, that is, by 8.9% and 17.1% under the two load modes, separately. In addition, the XCT improves the load distribution of the PCB bridge the most significantly. The KCT reduces the distortion of the PCB bridge the most significantly and decreases the stress ratio by 75.36%. Moreover, the deflection of the PCB bridge under the EC is more significant, indicating that the lane load defined by the EC is larger than that by the CC. The maximum surface connection forces are different under the same load mode for the different CTs. However, in all the models, the bending moment at surface‐2 is insignificant. Based on the analysis results, five assumptions are introduced. Using the KCT as an example, the plane model of the reinforced section is simplified, and a canonical equation is established to calculate the load distribution factor. The 324 coefficients and 18 free terms in this canonical equation are deduced, which provides a theoretical basis for strengthening PCB bridges using CTs.

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“…The cross section of the T-girder bridge model is shown in Figure 3. The investigation showed that the most excellent strengthening effect was that the trusses were installed at mid-span, and the trusses of decreasing spacing can improve the mechanical properties of the T-girder bridge (Chen et al, 2021). Therefore, two composite trusses were symmetrically installed at mid-span in this paper, and the spacing was 600 mm ( L /10) which was designed according to the reference (Lee et al, 2020).…”

Section: Experimental Programmentioning

confidence: 99%

Adding composite truss to improve mechanical properties of reinforced concrete T-girder bridge

Yang

Hou

et al. 2022

Advances in Structural Engineering

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To solve the problem of insufficient transverse connection of T-girder bridges, this paper investigated the strengthening method of two composite trusses symmetrically installed in mid-span. The composite truss included two top plates, four diagonal braces, and one horizontal brace. An experimental investigation was carried out to study the mechanical properties of reinforced concrete T-girder using single-point loading method under four load cases. The experimental results showed that the maximum transverse stiffness of T-girder specimens strengthened with composite trusses improved by 12.4% compared with control beams. Simultaneously, it had an excellent restraining effect on the cracks development. The maximum percentage decrease in the deflection corresponding to the maximum load when the reinforced concrete T-girder strengthened with composite trusses over the control beam of up to 39.7 was observed. In addition, the load transverse distribution coefficient was investigated according to rigid-jointed slab (girder) method. The composite trusses were chosen as intermediate diaphragm to calculate moment of inertia. The analytical model was in an accurate with the experimental result under the same loading condition. The optimize spacing of composite trusses was given from 600 mm ( L/10) to 1200 mm ( L/5), and thickness of top plate was 30 mm when the load transverse distribution coefficient was homogeneously distributed. Finally, a three-dimensional finite element model was used to evaluate the effectiveness of composite trusses.

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Parameters analysis and design of transverse connection strengthening prestressed concrete T‐girder bridge

Cited by 8 publications

References 9 publications

Theoretical and Experimental Investigation on the Flexural Behaviour of Prestressed NC-UHPC Composite Beams

Theoretical and Experimental Investigation on the Flexural Behaviour of Prestressed NC-UHPC Composite Beams

Investigation on mechanical performance of prestressed concrete box‐girder bridge strengthened using composite trusses with different shapes

Adding composite truss to improve mechanical properties of reinforced concrete T-girder bridge

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