Search Results (114)

Asynchronous-pouring construction (APC) technology employs a suspended hanging basket directly supported by corrugated steel webs (CSWs) with high shear strength, significantly enhancing construction efficiency. To further elucidate the characteristics of APC and promote its application in prestressed concrete (PC) composite box girder bridges with CSWs, this study analyzes the sustainable development of APC from two aspects, including environmental impact and economic performance. Finite element models of APC and traditional balanced cantilever construction (TBCC) were established for the case bridge with a main span of 105 m. The stress distribution and deflection of the main girder in the cantilever construction state are compared with field measurements, and the variations in stress and deflection in typical sections during construction are analyzed. Additionally, a simplified theoretical method is proposed for calculating stress and deflection in PC composite girder bridges during the cantilever construction stage using APC. Results demonstrate that APC demonstrates significant advantages in reducing economic costs and minimizing long-term environmental impacts. Furthermore, this method ensures acceptable stress and deflection throughout construction. The proposed simplified formula for CSW deflection in the maximum segment agrees well with both measured data and finite element results, providing a valuable reference for deflection calculation in APC applications. Full article

Traditional damage detection methods of prestressed concrete box girder bridges have low efficiency and cannot quantify the structure’s internal damage. We used an inversion method and a falling weight deflectometer to estimate the mechanical parameters of prestressed box girder bridges. A finite element model of the bridge dynamics under impact loading was established. A perturbation-based update was conducted, and a multi-parameter inversion algorithm was constructed. The measured data were used for the efficient identification of the bridge’s elasticity modulus and the prestressing tensile force. The theoretical validation indicated a high modeling accuracy and inversion efficiency, with a convergence accuracy within 1%. The initial value had a minimal influence on the inversion results. The engineering application showed that the maximum error of the elastic modulus between the inversion and the rebound methods was 1.55%. The loss rates of the deck slab’s elastic modulus and the prestressing force obtained from the inversion were 4.39% and 7.64%, respectively. The proposed method provides a new strategy for evaluating damage to prestressed box girder bridges. Full article

Shear lag stresses increase significantly in cracked concrete box girders; however, most existing models assume intact sections and are, therefore, unsuitable for rapid field diagnosis. This study integrates a stepped stiffness model with deflection influence lines to accurately capture the mechanical response of damaged, simply supported box girders. Regions containing flexural cracks are assigned a reduced bending stiffness ${EI}^{\prime }$, whereas intact zones retain the original stiffness $EI$. A closed-form stiffness-reduction coefficient $\phi ={EI}^{\prime }/EI$ is obtained from crack geometry and, independently, from the second derivative of the deflection influence line. Embedding $\phi$ in a variational shear lag formulation yields explicit expressions for flange displacement and normal stress without numerical iteration. This approach is validated by finite element simulations of a plexiglass scale model with four preset damage levels and by a load test on a 30 m prestressed concrete box girder bridge. Field measurements show that midspan stiffness decreased to 81% of the as-built value; the proposed method reproduces this value with a deviation of 3%. Predicted upper-flange stresses differ from measured values by 5.7–13.6% and from finite element results by less than 10% for damage ratios up to 40%. The second derivative of the influence line difference exhibits a distinct peak at the cracked region, accurately localizing the damage. Compared with classical formulas, the proposed model (i) is fully closed-form, (ii) links global deflection data to local shear lag stresses, and (iii) delivers conservative estimates suitable for routine bridge assessment. Full article

While building the steel–concrete composite girder bridge by means of the incremental launching method, the steel box is directly in the sunlight, and the temperature impact should not be neglected. However, the existing specifications fail to offer the temperature gradient pattern applicable to the steel box featuring a significant height–width ratio and straight web. This paper, relying on the Fenshui River Bridge situated in the southwest region of China, carried out a temperature test. By analyzing the experimental data, the rules of temperature changes at the measuring points in various positions of the steel box were studied, and the temperature disparities of the steel box across different seasons were contrasted. Through the analysis of the test data, the rule governing temperature distribution across the height dimension of the cross-section and its change with time were studied, and a model designed to represent the temperature gradient within the steel box was put forward. By utilizing the numerical model, the effect of the temperature gradient on the force acting on the structure in the process of incremental launching was analyzed. The findings indicate that the temperature of the top plate of the steel box is the highest from 14:00 to 16:00. There is a lag phenomenon in the temperature rise in the bottom plate. The greatest temperature disparity between the upper and lower plates of the steel box is not always present in the season when the temperature is comparatively high. The curve of temperature gradient change exhibits nonlinear features, and the variation in temperature is considerable within the scope of 1 m. In this article, a double-broken line temperature gradient model is put forward, with the corresponding temperature gradient of 17.8 °C. The temperature gradient obviously affects the structural stress, changing the stress distribution, and it notably impacts the deformation. The deformation generated on the guide beam due to the temperature gradient makes up 39% of the total deformation. The temperature gradient is not a fixed value. When the steel box girder is under the jacking process, especially while the structure remains in its maximum cantilever condition and is about to cross the pier, the time should be avoided when the temperature gradient is at its highest. Full article

The accurate installation position of corrugated pipes is critical for ensuring the quality of prestressed concrete box girders. Given that these pipes can span up to 30 m and are deeply embedded within rebars, manual measurement is both labor-intensive and prone to errors. Meanwhile, automated recognition and measurement methods are hindered by high equipment costs and accuracy issues caused by rebar occlusion. To balance cost effectiveness and measurement accuracy, this paper proposes a method that utilizes an RGB-D camera and deep learning. Firstly, an optimal registration scheme is selected to generate complete point cloud data of pipes from segmented data captured by an RGB-D camera. Next, semantic segmentation is applied to extract the characteristic features of the pipes. Finally, the center points from cross-sectional slices are extracted and curve-fitting is performed to recognize and measure the pipes. A test was conducted in a simulated precast factory environment to validate the proposed method. The results show that under the optimal fitting scheme (BP neural network with circle fitting constraint), the average measurement errors for the three pipes are 2.2 mm, 1.4 mm, and 1.6 mm, with Maximum Errors of −5.8 mm, −4.2 mm, and −5.7 mm, respectively, meeting the standard requirements. The proposed method can accurately locate the pipes, offering a new technical pathway for the automated recognition and measurement of pipes in prefabricated construction. Full article

To investigate the spatiotemporal distribution of early-age hydration heat-induced temperature fields, this study integrates distributed fiber optic sensing (DFOS) technology with a thermal parameter finite element model (FEM). First, a high-precision DFOS system and traditional point-type semiconductor sensors were deployed to continuously monitor the temperature of a 50 m large-volume concrete box girder (LVBG) over 100 h. Experimental results show that full-field LVBG temperature changes can be measured by DFOS compared to traditional point sensors. DFOS, leveraging its full-scale spatial coverage capability, revealed a three-stage temperature evolution: rapid heating (peak temperature of 79.4 °C at 40 h), sustained high temperatures (>75 °C for 20 h), and gradual cooling (rate: 0.45 °C/h). In contrast, conventional point sensors may miss localized hotspots due to insufficient spatial coverage. Second, a FEM was developed on the ABAQUS 2021 (finite element analysis software) platform, incorporating a UMATHT (user material thermal) subroutine to update temperature-dependent thermal conductivity and specific heat in real time during hydration heat transfer simulations. The proposed model significantly improved prediction accuracy by integrating parameter mechanisms (equivalent age), and it improved prediction accuracy by about 40% compared to static-parameter models. The FEM results exhibited strong consistency with DFOS-measured data, validating the model’s reliability in capturing thermal gradients in geometrically complex structures. This validated framework offers a robust tool for optimizing thermal management strategies in large-scale infrastructure projects. The research results of this paper can serve as a reference for the temperature measurement and prediction of large-volume concrete. Full article

This paper presents a Bayesian-based finite element model updating method that integrates static displacement measurements and dynamic modal data to simultaneously identify structural mass and stiffness parameters. By leveraging Bayesian inference, a posterior probability density function (PDF) is constructed by integrating static displacement and modal parameters, thereby effectively decoupling the identification of structural mass and stiffness. The Delayed Rejection Adaptive Metropolis (DRAM) Markov Chain Monte Carlo (MCMC) sampling algorithm is utilized to derive the posterior distributions of the updated parameters. To mitigate the computational burden associated with repetitive finite element (FE) analyses during large-scale MCMC sampling, a Kriging surrogate model is employed to efficiently approximate the time-consuming FE simulations. Numerical examples involving a cantilever beam and an actual concrete three-span single-box girder bridge illustrate that the proposed method accurately identifies simultaneous variations in mass and stiffness at multiple structural locations, effectively addressing parameter coupling and misidentification issues encountered when using either static or dynamic data alone. Moreover, the Kriging surrogate significantly improves computational efficiency. Experimental validation on an aluminum alloy cantilever beam further corroborates the effectiveness and practical applicability of the proposed method. Full article

This study investigates the vehicle–bridge coupling vibration performance of corrugated steel web box girder bridges under three-dimensional pavement roughness conditions. To effectively account for these roughness characteristics, a three-dimensional contact constraint method is proposed. The accuracy of the proposed method is first verified, followed by an analysis of a 30 m span corrugated steel web box girder bridge to evaluate the influence of vehicle speed, pavement grade, roughness dimensions, and box girder configurations on the impact factor. The results show that the impact factor does not consistently increase with vehicle speed. As pavement conditions worsen, the impact factor shows an upward trend, with each grade of road surface deterioration resulting in an average 19.1% increase in the impact factor. In most scenarios, three-dimensional pavement roughness results in smaller impact factors compared to two-dimensional pavement roughness, with average reductions of 2.4%, 7.3%, and 13.5% for grade A, B, and C roads, respectively. Replacing the corrugated steel web with a flat steel web leads to an average reduction of 4.2% in the mid-span dynamic deflection of the bridge, despite the impact factors of both configurations being relatively similar. Substituting the concrete bottom slab with an equivalent steel bottom slab increases the mid-span dynamic deflection by an average of 28.4% and nearly doubles the impact factor. The impact factors determined by most national standards generally fall within the range for grade A pavement, suggesting that the calculation methods in these standards are mainly suited for newly constructed bridges or those in good maintenance. Full article

The CRTS III (China Railway Track System Type III)-girder is susceptible to fatigue damage under high-frequency train loads. However, existing research lacks sufficient focus on the CRTS III-girder and the transverse wheel–rail forces encountered during train operation. To better replicate the stress conditions experienced by high-speed railway track systems, a 1:4 scale CRTS III-girder was fabricated following the principle of mid-span concrete stress equivalence. Subsequently, 9 million transverse and vertical fatigue load cycles were applied to the specimen, leading to the following conclusions: First, no visible cracks appeared on the CRTS III-girder surface during the experiment, indicating strong fatigue resistance under train loads. Second, the box girder primarily exhibited a linear elastic response with minimal stiffness variation. Meanwhile, the upper ballastless track structure experienced a highly complex stress state, with significant variations observed across different layers under cyclic fatigue loading. Third, under fatigue loading, the longitudinal strain of the mid-span track slab and the self-compacting concrete (SCC) layer exhibited an overall decreasing trend, with reduction rates of −66% and −57.9%, respectively. Conversely, the longitudinal strain of the base plate and the top and bottom of the box girder gradually increased, with respective increases of 38.6%, 10.4%, and 12.2%. Finally, the connection between the base plate and the box girder remained robust, showing no relative slippage in the transverse, longitudinal, or vertical directions. The sliding layer exhibited stable performance in the longitudinal direction, with no significant degradation observed under cyclic fatigue loading. However, with increasing load cycles, the transverse relative displacement of the sliding layer gradually increased, reaching a maximum of 0.1 mm. This displacement, in turn, contributed to transverse rail movement, potentially affecting driving safety. Full article

To address the challenge of repairing the damage to concrete box girder bridge piers on mountainous highways caused by falling rocks, this paper proposes an active underpinning technique that integrates a “井”-shaped cap system, graded preloading of the foundation, and synchronized beam body correction. The technique utilizes lateral beam preloading (to eliminate the inelastic deformation of the new pile foundation) and longitudinal beam connections (to form overall stiffness). The method involves building temporary and permanent support systems in stages. Through the two-stage temporary support system transition, the removal and in situ reconstruction of the old piers, a smooth transition from the pier–beam consolidation system to the basin-type bearing system is achieved while simultaneously performing precise correction of beam torsion. The structural safety during the construction process was verified through finite element simulations and dynamic monitoring. Monitoring results show that the beam torsion recovery effect is significant (maximum lift of 5.2 mm/settlement of 7.9 mm), and the pier strain (−54.5~−51.3 με) remains within a controllable range. Before the bridge was opened to traffic, vehicle load and impact load tests were conducted. The actual measured strength and vertical stiffness of the main beam structure meet the design requirements, with relative residual deformation less than 20%, indicating that the structure is in good, elastic working condition. The vehicle running and braking dynamic coefficients (μ = 0.058~0.171 and 0.103~0.163) are both lower than the theoretical value of 0.305. The study shows that this technique enables the rapid and safe repair of bridge piers and provides important references for similar engineering projects. Full article

Large-span precast prestressed concrete box girders have been widely used in bridge construction near or across the sea. However, this would easily lead to a hydration heat problem, including large initial tensile stress and concrete cracks during the stage of concrete pouring. A 5 m long segment of the prestressed concrete box girder for the Hangzhou Bay Cross-Sea Railway Bridge was continuously monitored to investigate the hydration heat effect on the long-span concrete box girder during the pouring stage of construction. The initial temperature variation and stress distribution of the concrete in the segment were analyzed through finite element analysis based on the experimental data and temperature monitoring results. A suitable concrete pouring and maintenance plan for the box girder was proposed after the comparison of several construction schemes. The results indicate that the primary cause of initial tensile stress is the temperature difference between the inner and outer surfaces of the long-span precast concrete box girder. By adding some ventilation inside the box girder with suitable maintenance measures, the initial tensile stress in the concrete can be effectively reduced, thus mitigating the risk of early cracking. Full article

In order to investigate the relationship between the strain of prestressed concrete girders under fatigue loading and the corrosion degree of prestressed steel reinforcements, four 12.4-m-long large-size post-tensioned prestressed concrete box girders were designed and fabricated in this study, and prestressed steel reinforcements were corroded at different degrees by the Electric Accelerated Corrosion Method. The same equal-amplitude loads were used during fatigue loading. The relationship between the strain of different materials (strains of the plain reinforcements and prestressed steel reinforcements, as well as concrete strains in compression zones) and the corrosion degree was investigated. Then, the calculation method for the cumulative residual strain of concrete in the compression zone of the test beam was obtained. The test results show the following: the strains of the test beams under different corrosion degrees all show a three-stage development law; the ratio of the strain amplitude of the prestressed steel reinforcement to that of the regular steel reinforcement during fatigue loading basically stays in the range of 0.65–0.75, and the ratio rises with the corrosion degree of the prestressed steel reinforcement; the increase in strain of the compressed concrete is due to the accumulation of the residual strain of the concrete, and the increase in material strain is almost directly proportional to the growth of corrosion degree under the same fatigue load; the calculated values of the accumulated residual strain of the concrete agree well with the test values and satisfy the accuracy requirements of engineering. Full article

A precast concrete segmental box-girder bridge (PCSBGB) is one of the most popular styles of Accelerated Bridge Construction (ABC). To address some common challenges (low durability, poor integrity, and construction inconvenience) in PCSBGBs, this paper proposes a precast ultra-high-performance concrete (UHPC) segmental box-girder bridge (PUSBGB). In comparison to conventional PCSBGBs that use three-dimensional prestress, the PUSBGB adopts only one-dimensional (longitudinal) prestress. In addition, the thickness of the bottom/top plate and web of the UHPC box-girder are relatively thin, and as a result, the self-weight is significantly reduced. Considering the fact that the thickness of box-girder is thinner than the NC structure, the shear lag effect and risk of girder cracking may correspondingly increase when a PUSBGB is adopted in a long-span bridge. Thus, it is of essential necessity to explore the flexural behavior of a PUSBGB. In this work, a specimen with a scale (1:4) associated with a field bridge (a 102 m long simply supported PUSBGB with externally unbonded tendons) is fabricated and experimentally investigated. The mechanical behaviors of the PUSBGB are discussed, including the failure mode, the crack distribution pattern, the longitudinal strain of the UHPC plate, and the variation of tendon strain. It is found that in the elastic stage, the top slab of the UHPC box girder exhibits a significant shear lag effect, and this phenomenon is even more obvious after cracking. With the development of the cracks, the effective flange width is decreased (with a minimum value of 0.76), and the second-order effect is kept the same before the dominant crack appears (the reduction factor is around 0.95). Moreover, four existing code equations, e.g., ACI 440, ACI 318, ASSHTO, BS 8100, used to predict the stress in the externally unbonded tendons are examined. Furthermore, a finite element analysis (FEA) of the field bridge is conducted, and the theoretical calculation demonstrates that the flexural resistances of the proposed PUSBGB can comply with the design requirements of Chinese code under the ultimate limit states (ULSs). Full article

The inhomogeneous distribution of temperature in bridges causes stresses and strains inside the structure, thus affecting the safety and durability of bridges. Therefore, the study of temperature action in bridge structures is crucial; boundary conditions of the temperature field are critical to study them. In this study, the calculation method of the boundary conditions for the three-dimensional temperature field of box girders in the natural environment is investigated by taking box girders as the object, which integrates the solar radiation, environmental radiation, structural shading effect, and convective heat transfer between the inner and outer surfaces of box girders. The effects of the atmospheric transparency coefficient and concrete short-wave absorptivity on the temperature field distribution of box girders were also investigated. It is shown that the calculation results obtained by the method in this study are in good agreement with the measured results, and the method can effectively simulate the three-dimensional temperature field of the box girder. The atmospheric transparency coefficient and the short-wave absorptivity of concrete have a significant effect on the temperature field distribution of box girders, and materials with lower short-wave absorptivity can be used in the design of box girders to reduce the structural temperature. Full article

Adjacent existing box girder bridges should be spliced in the long-span bridge expansion project. A type of integral splicing composite structure for connecting the adjacent flange plates is designed herein. The mechanical characteristic of the integral splicing composite structure is tested using a local full-scale model, and a refined simulation model is also proposed for the optimization of the integral splicing composite structure. The loop bar in the joint connection segment and the application of Ultra-High-Performance Concrete (UHPC) material can guarantee the effective connection between the existing flange plate and the splicing structure. The embedded angled bar can delay the interface debonding failure and interface slip. The UHPC composite segment below the flange plate (segment CF) can bend together with the existing flange plate. In this study, an innovative integral splicing composite structure for a long-span bridge extension project is proposed and verified using both a local full-scale model test and finite element simulation. The adaptation of UHPC material and loop bar joint connection form can meet the cracking loading requirements of the splicing box girder structure. By proposing a refined simulation model and comparing the calculation result with the test result, it is found that the flexural performance of the integral splicing composite structure depends on the size of the composite segment below the flange plate (segment CF). Increasing the width of segment CF is beneficial to delay the interface debonding failure, and increasing its thickness can effectively delay the cracking load of the flange plate. Finally, the scheme of segment CF with one side width of 200 cm and a minimum thickness of 15 cm can improve the flexural resistance of the spliced structure and avoid the shear effect caused by the lane layout scheme and the location of the segment CF end. Through the research in this paper, the reasonable splicing form of a long-span old bridge is innovated and verified, which can be used as a reference for other long-span bridge splicing projects. Full article