Dynamic Response Impact of Vehicle Braking on Simply Supported Beam Bridges with Corrugated Steel Webs Based on Vehicle-Bridge Coupled Vibration Analysis

A novel approach for analyzing coupled vibrations between vehicles and bridges is presented,taking into account spatiotemporal effects and mechanical phenomena resulting fromvehicle braking.Efficient modeling and solution of bridge vibrations induced by vehicle deceleration are realized using this method.The method’s validity and reliability are substantiated through numerical examples.A simply supported beam bridge with a corrugated steel web is taken as an example and the effects of parameters such as the initial vehicle speed,braking acceleration,braking location,and road surface roughness on the mid-span displacement and impact factor of the bridge are analyzed.The results show that vehicle braking significantly amplifies mid-span displacement and impact factor responses in comparison to uniform vehicular motion across the bridge.Notably,the influence of wheelto-bridge friction forces is of particular significance and cannot be overlooked.When the vehicle initiates braking near the middle of the span,both the mid-span displacement and impact factor of the bridge exhibit substantial increases,further escalating with higher braking acceleration.Under favorable road surface conditions,the midspan displacement and the impact factor during vehicle braking may exceed the design values stipulated by codes.It is important to note that road surface roughness exerts a more pronounced effect on the impact factor of the bridge in comparison to the effects of vehicle braking.

Process Monitoring and Terminal Verification of Cable-Stayed Bridges with Corrugated Steel Webs under Contruction

In this paper,the construction process of a cable-stayed bridge with corrugated steel webs was monitored.Moreover,the end performance of the bridge was verified by load test.Owing to the consideration of the bridge structure safety,it is necessary to monitor the main girder deflection,stress,construction error and safety state during construction.Furthermore,to verify whether the bridge can meet the design requirements,the static and dynamic load tests are carried out after the completion of the bridge.The results of construction monitoring show that the stress state of the structure during construction is basically consistent with the theoretical calculation and design requirements,and both meet the design and specification requirements.The final measured stress state of the structure is within the allowable range of the cable-stayed bridge,and the stress state of the structure is normal and meets the specification requirements.The results of load tests show that the measured deflection values of the mid-span section of the main girder are less than the theoretical calculation values.The maximum deflection of the girder is−20.90 mm,which is less than−22.00 mm of the theoretical value,indicating that the girder has sufficient structural stiffness.The maximum impact coefficient under dynamic load test is 1.08,which is greater than 1.05 of theoretical value,indicating that the impact effect of heavy-duty truck on this type of bridge is larger.This study can provide important reference value for construction and maintenance of similar corrugated steel web cable-stayed bridges.

Lateral-torsional buckling of box beam with corrugated steel webs

Corrugated steel web is folded along the longitudinal direction and has the mechanical properties such as axial compression stiffness corrugation effect, shear modulus corrugation effect, similar to that of an accordion. In order to study the lateral-torsional buckling of box beams with corrugated steel webs (BBCSW) under the action of bending moment load, the neutral equilibrium equation of BBCSW under the action of bending moment load is derived through the stationary value theory of total potential energy and further, along with taking Kollbrunner-Hajdin correction method and the mechanical properties of the corrugated web into consideration. The analytical calculation formula of lateral-torsional buckling critical bending moment of BBCSW is then obtained. The lateral-torsional buckling critical bending moment of 96 BBCSW test specimens with different geometry dimensions are then calculated using both the analytical calculation method and ANSYS finite element method. The results show that the analytical calculation results agree well with the numerical calculation results using ANSYS, thus proving the accuracy of the analytical calculation method and model simplification hypothesis proposed in this paper. Also, compared with the box beams with flat steel webs (BBFSW) with the same geometry dimensions as BBCSW, within the common range of web space-depth ratio and web span-depth ratio, BBCSW’s lateral-torsional buckling critical bending moment is larger than that of BBFSW. Moreover, the advantages of BBCSW’s stability are even more significant with the increase of web space-depth ratio and web depth-thickness ratio.

Mechanical Behavior of a Partially Encased Composite Girder with Corrugated Steel Web： Interaction of Shear and Bending

The synergistic use of partially encased concrete and composite girders with corrugated steel webs （CGCSWs） has been proposed to avoid the buckling of corrugated steel webs and compression steel flanges under large combined shear force and bending moment in the hogging area. First, model tests were carried out on two specimens with different shear spans to investigate the mechanical behavior, including the load-carrying capacity, failure modes, flexural and shear stress distribution, and development of concrete cracking. Experimental results show that the interaction of shear force and bending moment causes the failure of specimens. The bending-to-shear ratio does not affect the shear stiffness of a composite girder in the elastic stage when concrete cracking does not exist, but significantly influ- ences the shear stiffness after concrete cracking. In addition, composite sections in the elastic stage sat- isfy the assumption of the plane section under combined shear force and bending moment. However, after concrete cracking in the tension field, the normal stresses of a corrugated web in the tension area become small due to the ＂accordion effect,＂ with almost zero stress at the flat panels but recognizable stress at the inclined panels. Second, three-dimensional finite-element （FE） models considering material and geometric nonlinearity were built and validated by experiments, and parametric analyses were conducted on composite girders with different lengths and heights to determine their load-carrying capacity when subjected to combined loads. Finally, an interaction formula with respect to shear and flexural strength is offered on the basis of experimental and numerical results in order to evaluate the load- carrying capacity of such composite structures, thereby providing a reference for the design of partially encased composite girders with corrugated steel webs （PECGCSWs） under combined flexural and shear loads.

Temperature Stress Analysis of Prestressed Concrete Box Girder with Corrugated Steel Webs

To figure out the distribution of temperature gradient along the girder height of steel-concrete composite box girder, combined with the mechanical characteristics of prestressed concrete composed box girder with corrugated steel webs, the calculation formulas of cross-sectional temperature stress along the span in a simply-supported beam bridge with composite section were derived under the conditions of static equilibrium and deformation compatibility of the beam element. The methods of calculating the maximum temperature stress value were discussed when the connectors are assumed rigid or flexible. Theoretical and numerical results indicate that the method proposed shows better precision for the calculation of temperature self-stress in both the top and the bottom surfaces of the box girder. Moreover, the regularity of temperature stress distribution at different locations along the girder span is that the largest axial force of the top or the bottom plate of the box girder is located in the midspan and spreads decreasingly until zero at both supported ends, and that the greatest longitudinal shear density in steel-concrete interface appears at both supported ends and then reduces gradually to zero in the midspan.