Wheel Load Distribution in Simply Supported Concrete Slab Bridges

This paper presents the results of a parametric study related to the wheel load distribution in one-span, simply supported, multilane, reinforced concrete slab bridges. The finite-element method was used to investigate the effect of span length, slab width with and without shoulders, and wheel load conditions on typical bridges. A total of 112 highway bridge case studies were analyzed. It was assumed that the bridges were stand-alone structures carrying one-way traffic. The finite-element analysis (FEA) results of one-, two-, three-, and four-lane bridges are presented in combination with four typical span lengths. Bridges were loaded with highway design truck HS20 placed at critical locations in the longitudinal direction of each lane. Two possible transverse truck positions were considered: (1) Centered loading condition where design trucks are assumed to be traveling in the center of each lane; and (2) edge loading condition where the design trucks are placed close to one edge of the slab with the absolute minimum spacing between adjacent trucks. FEA results for bridges subjected to edge loading showed that the AASHTO standard specifications procedure overestimates the bending moment by 30% for one lane and a span length less than 7.5 m (25 ft) but agrees with FEA bending moments for longer spans. The AASHTO bending moment gave results similar to those of the FEA when considering two or more lanes and a span length less than 10.5 m (35 ft). However, as the span length increases, AASHTO underestimates the FEA bending moment by 15 to 30%. It was shown that the presence of shoulders on both sides of the bridge increases the load-carrying capacity of the bridge due to the increase in slab width. An extreme loading scenario was created by introducing a disabled truck near the edge in addition to design trucks in other lanes placed as close as possible to the disabled truck. For this extreme loading condition, AASHTO procedure gave similar results to the FEA longitudinal bending moments for spans up to 7.5 m (25 ft) and underestimated the FEA (20 to 40%) for spans between 9 and 16.5 m (30 and 55 ft), regardless of the number of lanes. The new AASHTO load and resistance factor design (LRFD) bridge design specifications overestimate the bending moments for normal traffic on bridges. However, LRFD procedure gives results similar to those of the FEA edge+truck loading condition. Furthermore, the FEA results showed that edge beams must be considered in multilane slab bridges with a span length ranging between 6 and 16.5 m (20 and 55 ft). This paper will assist bridge engineers in performing realistic designs of simply supported, multilane, reinforced concrete slab bridges as well as evaluating the load-carrying capacity of existing highway bridges.     

Retrofit of RC hollow piers with CFRP sheets

Hollow bridge piers, particularly those built before the seventies, often have insufficient shear capacity due to inadequate transverse reinforcement details. Therefore, special attention must be given to this very important aspect when reinforced concrete (RC) piers with hollow sections are analysed and retrofitted. This paper covers the experimental analysis of retrofit solutions using CFRP sheets along the piers’ entire height to prevent shear failure. Experimental cyclic tests were carried out to evaluate the shear retrofit strategy efficiency on a set of RC piers with square hollow sections. This work also covers the study of design procedures for CFRP shear retrofitting and the evaluation of the associated ductility capacity improvement. The various transverse reinforcement detailing scenarios were assessed to determine their shear-failure prevention efficiency. The corresponding cyclic response behavior was also evaluated. The most relevant experimental information is presented in the paper, such as the evolution of the outer damage pattern. Finally, shear retrofit solutions, with a 40% increase over the maximum flexural force, show that this strategy is adequate to allow satisfactory ductility behavior.     

Realization of a transfer function as a passive two‐port RC ladder network with a specified gain

This paper is concerned with the realization problem for a class of high‐pass as well as low‐pass transfer functions as a two‐port RC ladder network with a specified gain, which requires that the actual gain of the realization configuration is equal to the gain of the given transfer function. From a cascade realization approach, it is shown that any transfer function belonging to the class under investigation can be realized as a two‐port RC ladder network with any specified gain in a continuous interval. Finally, a numerical example is presented to illustrate the result. Copyright © 2017 John Wiley & Sons, Ltd.     

Acoustic power measurement of linear compressors

The linear compressor works as an important driver for high frequency regenerative cryocoolers. The acoustic power output of the compressor is a critical parameter in the design and the optimization of a linear compressor. To measure this parameter, several approaches based on different theories have been developed. In this paper, the RC load approach and the back chamber approach have been applied to a linear compressor to measure the acoustic power output. The results measured by the approaches indicate a good consistency with the theoretical calculation and reveal the connections between different approaches.The difference between the acoustic power at the piston surface and the exit of a linear compressor has been analyzed based on the experimental results from the RC load approach and the back chamber approach. The volume flow rate difference which accounts for the acoustic power difference is studied theoretically. Furthermore, based on the RC load approach, the optimum impedance together with the impedance cloudy map for the linear compressor to reach its highest efficiency has been obtained by analyzing the experimental and the theoretical results.     

Alternative approach to compute shear amplification in high‐rise reinforced concrete core wall buildings using uncoupled modal response history analysis procedure

The seismic response of the high‐rise reinforced concrete (RC) wall structures is really complicated as several vibration modes other than the fundamental mode normally contribute significantly to the response—commonly recognized as ‘higher mode effects’. Response spectrum analysis (RSA) procedure, which can account for higher mode effects, is usually employed to compute the seismic design demand for the high‐rise structures. Recent studies show that the inelastic seismic force demands obtained from the rigorous nonlinear response history analysis procedure are much larger than the seismic force design demands obtained from the code‐based RSA procedure for the high‐rise RC wall structures. Though, the nonlinear response history analysis procedure is widely accepted for its ability to provide the most accurate estimate of nonlinear seismic responses, the obtained responses are generally so complex that it is quite difficult for engineers to grasp the overall picture of the responses and gain some insight into them and use them to understand the cause of high seismic demands. Another important issue related to the nonlinear seismic response prediction of the high‐rise RC wall structures is the realistic and accurate numerical modeling of RC walls. In this study, a simplified but reasonably accurate procedure called the uncoupled modal response history analysis procedure is used to interpret the complex nonlinear behavior of high‐rise RC wall structures. Moreover, a finite element model based on modified compression field theory is employed for accurate numerical modeling of RC walls by incorporating the axial‐flexure‐shear interaction. This study, by making use of a better computer modeling approach and an in‐depth analysis by modal decomposition, aims to resolve some of the unanswered questions regarding realistic prediction of nonlinear seismic demands of high‐rise structures.     

填充墙和现浇板对钢筋混凝土框架结构整体超强的影响研究

为充分实现框架结构的“强柱弱梁”耗能机制，需要考虑填充墙、现浇T形截面梁及其翼缘现浇板内与梁肋平行配置的钢筋对结构整体超强系数的影响。考虑抗震设防烈度、结构层数等因素，严格按我国抗震规范设计了15个典型钢筋混凝土框架结构，对结构进行Pushover 分析，得到了各种结构在非弹性阶段由于内力重分布而形成的超强性能。结果表明：结构设计考虑填充墙、现浇楼板的影响，会提高结构的整体超强能力，结构整体超强系数均随着抗震设防烈度的增高而减小，且先随结构层数的增大而减小，结构层数大于8层后，又随结构的层数的增大而增大。可以保守地认为，分别按抗震设防烈度6，7，8度设计的结构，同时考虑填充墙和现浇板影响时，结构整体超强系数分别至少要达到5.0，3.0，2.0。     

基于CAN总线的智能控制器设计

随着计算机技术、微处理器技术以及通讯技术的不断发展,传统仪表己经不能适应工控的要求.而CAN总线控制器的出现为工业控制系统向分散化、网络化发展等开辟了新的空间.CAN控制器具有良好的稳定性、高可靠性、较快的通讯速率以及低成本等特点,且能够有效支持实时、分布式控制,从而应用于许多领域,本设计针对内嵌CAN的STM32F103RC处理器进行深入研究,并以它为核心部件进行CAN控制器软硬件的设计,该控制器兼容模拟量数字量的输入,保证了通用性并具有较大的应用范围.在采集与输出通道数量方面也得到了保障.例如由于工业需求要增加监测点或执行点,本控制器可以解决此问题.从长远考虑会降低用户的投资成本,本控制器可以与其他CAN节点及上位机组成CAN总线远程监控系统,实现仪表网络化,智能化.     

基于锈胀裂缝的锈蚀梁钢筋锈蚀率计算

根据钢筋混凝土梁锈胀开裂的特点,考虑钢筋锈蚀不均匀性,对锈胀裂缝宽度实测值进行修正。结合对钢筋锈蚀开裂后锈蚀物体积膨胀的量化分析,得到了混凝土开裂后的钢筋锈蚀率基于锈胀裂缝宽度的计算模型,并通过电解液加速锈蚀方法对配筋混凝土试块进行加速腐蚀试验,拟合出了实用的锈蚀率计算式。采用7根钢筋混凝土梁的电解液加速腐蚀试验进行验证。结果表明：锈胀裂缝宽度与钢筋锈蚀率近似呈线性变化;在钢筋不均匀锈蚀的情况下,采用间接法计算得到的钢筋最大锈蚀率与试验平均锈蚀率的比值在1.4~2.4之间,与实际情况符合较好。     

使用损伤与高温耦合作用下钢筋混凝土梁火灾试验研究与数值分析

为研究不同裂缝宽度对钢筋混凝土梁抗火性能的影响,以混凝土裂缝最大宽度wmax为损伤指标,制作7个钢筋混凝土梁试件,加静载使其产生最大宽度为0.05 mm、0.10 mm、0.15 mm、0.20 mm、0.25 mm、0.30 mm的裂缝,模拟其正常使用时受力状态,并对其进行火灾试验。试验结果表明:不同试件相同位置测点升温大致相同,但截面历经最高温度相差较大,最大温差达到150℃;裂缝宽度越大,试件最终破坏时历经最高温度越小,挠度增长越快。采用ANSYS有限元软件分析梁截面的温度场分布,结果表明:由于初始损伤的存在,相同截面高度处,不同截面沿跨度方向的温度曲线出现波动,裂缝处尤为明显;同一截面,沿截面高度方向的温度曲线出现平台,且裂缝越宽,平台越长,使得截面高温承载力显著退化。提出了考虑裂缝影响的高温作用下混凝土梁承载力简化计算模型,较未考虑裂缝影响的高温作用下混凝土梁承载力的计算精度提高显著。     

某损伤RC框架结构抗震性能分析

为了研究损伤RC框架结构抗震性能,利用SAP2000建立损伤结构和相应原结构的杆单元模型。对原结构和受损结构进行静力弹塑性分析(pushover分析),得到目标性能点,了解在目标性能点下结构的顶点位移、层间位移角、以及塑性铰的发展情况,从而对结构抗震性能进行分析。数值分析结果表明,在性能点状态下,损伤框架中柱子损伤程度高于原框架,所以有必要对损伤框架进行加固使其满足功能使用要求。