采用自流式混凝土对地下室墙体的加固处理

自流式混凝土(BY-40灌浆料)是一种高强胶结材料,以水泥及特选骨料掺加多种外加剂复合经特殊工艺配制而成,有较好的流动性,较低的泌水率,同时能保证在较短的时间里达到较高的抗压强度,从而加固钢筋混凝土墙体.BY-40灌浆料具有广泛的适用范围,采用BY-40灌浆料对有质量缺陷墙体的加固具有良好的效果,但目前采用这种自流式混凝土应用还较少,本文结合实例,介绍它对地下室墙体加固补强的施工和检测.     

Performance updating of concrete bridges using proactive health monitoring methods

Uncertainties associated with modelling of deteriorating bridges strongly affect management decisions, such as inspection, maintenance and repair actions. These uncertainties can be reduced by the effective use of health monitoring systems, through which information regarding in situ performance can be incorporated in the management of bridges.The objectives of this paper are twofold; first, an improved chloride induced deterioration model for concrete bridges is proposed that can quantify degradation in performance soon after chlorides are deposited on the bridge, rather than when initiation of corrosion at the reinforcement level takes place. As a result, the implications of introducing proactive health monitoring can be assessed using probabilistic durability criteria. Thus, the second objective of the paper is to present a methodology for performance updating of deteriorating concrete bridges fitted with a proactive health monitoring system.This methodology is illustrated via a simple example of a typical bridge element, such as a beam or a part of a slab. The results highlight the benefits from introducing ‘smart’ technology in managing bridges subject to deterioration, and quantify the reduction in uncertainties and their subsequent effect on predictions of future bridge performance.     

混凝土路面裂缝原因分析及防控措施

本文对贵溪冶炼厂混凝土路面破坏现象进行深入研究 ,分析了混凝土路面裂缝的原因 ,提出了防控混凝土路面裂缝的措施     

Identification and Validation of a Discrete Element Model for Concrete

The use of a three-dimensional discrete element method (DEM) is proposed to study concrete structures submitted to dynamic loading. The aim of this paper is to validate the model first in the quasistatic domain, and second in dynamic compression, at the sample scale. A particular growing technique is used to set a densely packed assembly of arbitrarily sized spherical particles interacting together, representing concrete. An important difference from classical DEMs where only contact interactions are considered, is the use of an interaction range. First, the correct identification of parameters of the DEM model to simulate elastic and nonlinear deformation including damage and rupture is made through quasistatic uniaxial compression and tension tests. The influence of the packing is shown. The model produces a quantitative match of strength and deformation characteristics of concrete in terms of Young’s modulus, Poisson’s coefficient, and compressive and tensile strengths. Then, its validity is extended through dynamic tests. The simulations exhibit complex macroscopic behaviors of concrete, such as strain softening, fractures that arise from extensive microcracking throughout the assembly, and strain rate dependency.     

Modeling Concrete Masonry Walls Subjected to Explosive Loads

Concrete masonry unit walls subjected to blast pressure were analyzed with the finite element method, with the goal of developing a computationally efficient and accurate model. Wall behavior can be grouped into three modes of failure, which correspond to three ranges of blast pressures. Computational results were compared to high-speed video images and debris velocities obtained from experimental data. A parametric analysis was conducted to determine the sensitivity of computed results to critical modeling values. It was found that the model has the ability to replicate experimental results with good agreement. However, it was also found that, without knowledge of actual material properties of the specific wall to be modeled, computational results are not reliable predictors of wall behavior.     

Structural Health Monitoring by Piezo–Impedance Transducers. II: Applications

This paper, the second in a two-part series, presents a new methodology for structural identification and nondestructive evaluation by piezo–impedance transducers. The theoretical development and experimental validation of the underlying lead–zirconium–titanate (PZT)–structure interaction model was presented in the first part. In our newly proposed method, the damage in evaluated on the basis of the equivalent system parameters “identified” by the surface-bonded piezo–impedance transducer. As proof of concept, the proposed method is applied to perform structural identification and damage diagnosis on a representative lab-sized aerospace structural component. It is then extended to identify and monitor a prototype reinforced concrete bridge during a destructive load test. The proposed method was found to be able to successfully identify as well as evaluate damages in both the structures.     

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.     

Bending Behavior of Steel Pipe Girders Filled with Ultralight Mortar

Bending behavior of steel pipes filled with ultralight mortar was studied by bending tests using a steel pipe, steel pipes filled with ultralight mortar, and steel pipes filled with light aggregate concrete and normal concrete. The steel pipe model filled with normal concrete had 1.8 times higher bending strength than the steel pipe model. The bending behavior of the steel pipe filled model with ultralight mortar was not improved when the compressive strength of the ultralight mortar was less than 1 MPa. However, ductility was much improved when the compressive strength was over 5 MPa, and the ultimate steel strain was more than double of the steel pipe model. The strains of steel and concrete in all the models were proportional to the distance from the neutral axis until the steel plate yielded. A simple analytical method was proposed to calculate the bending moments of the ultralight mortar filled steel pipes. The calculated values agreed very well with the test results.     

Fatigue and Strength Performance of Concrete-Filled Steel-Grid Bridge Deck

The present paper reports on the results from a series of full-scale experimental tests carried out on concrete-filled steel-grid bridge deck assemblies. The testing focused on assessing the fatigue performance and ultimate strength response of a full-depth-overfilled concrete-filled steel-grid deck configuration. The results from the experimental testing program described herein are compared with the predicted deck responses as per the current AASHTO provisions contained in the LRFD and 16th edition specifications.     

Environmental Fatigue and Static Behavior of RC Beams Strengthened with Carbon-Fiber-Reinforced Polymer

Many countries around the world have tremendous needs to repair and strengthen their transportation infrastructure. Almost everywhere, traffic loads have reached levels largely exceeding design expectations. Northern countries also experience severe winter conditions that are combined with an extensive use of deicing salts and accelerate structural deterioration. In Canada, the extent of deterioration has prompted many authorities, including the federal and provincial governments, to investigate the potential use of fiber-reinforced polymer products to extend the life of their existing structures. However, it is widely recognized that the large-scale implementation of these products is often impaired by the lack of data on their durability. This paper presents an experimental project undertaken in order to assess the durability of reinforced concrete beams externally strengthened with two types of carbon-fiber-reinforced polymer (CFRP). The beams were first exposed to either wet-dry cycles or continuous immersion in water and then were loaded in fatigue. Finally, they were tested quasi-statically under four-point bending up to failure. The test results presented here provide some insights on the potential long-term performance of CFRP-strengthened beams exposed to severe environmental conditions.