Fatigue Evaluation of CFST Arch Bridge Based on Vehicle–Bridge Coupling Vibration Analysis
Abstract
:1. Introduction
2. Description of the Bridge
3. Bridge–Vehicle Dynamic Interaction Model
3.1. Vehicle Model Parameters
3.2. Bridge Model Parameters
3.2.1. Geometric Model
3.2.2. Material Parameters
3.2.3. Loading Condition
3.2.4. Road Roughness Simulation
3.3. Vehicle–Bridge Coupled Vibration Analysis Model
3.4. Fatigue Assessment Method
4. Dynamic Parameter Analysis
4.1. Verification of Numerical Analysis
4.2. Dynamic Parameter Analysis
4.2.1. Vehicle Speed
4.2.2. Vehicle Weight
4.2.3. Road Surface Condition
4.2.4. Results of Key Position
5. Fatigue Analysis
5.1. Fatigue Life Estimation
5.2. Fatigue Reliability under Corrosion
6. Conclusions
- (1)
- While the effect of vehicle speed on the dynamic performance of the bridge is relatively small, it should be noted that the frequency caused by a change in vehicle speed gradually approaches a certain order of the bridge’s vertical bending frequency, leading to a resonance phenomenon. Compared to vehicle speed and road surface condition, the response time history results are more sensitive to vehicle weight. The increased proportion between vehicle weight response and displacement time history is basically the same. With an increase in the road surface condition, the oscillation degree increases, and this phenomenon is more evident in the acceleration time history.
- (2)
- Under vehicle loads, the fatigue cycle number of the bridge’s subside span suspenders is relatively smaller, compared to the central span suspenders; that of outer suspenders is significantly lower than that of inner suspenders from the cross-sectional direction of the bridge; and the fatigue life of short suspenders is significantly less than that of longer suspenders.
- (3)
- Environmental corrosion reduces the effective cross-sectional areas of suspenders, substantially raising their cyclic stresses when subjected to vehicle loads, especially for bridges with heavy vehicle loads and poor road conditions. Thus, specific consideration is required during the evaluation and analysis of suspender fatigue life.
- (4)
- Improving structural dynamic performance is necessary for a long-serving CFST arch bridge. The proposed fatigue evaluation method based on the vehicle–bridge coupled vibration analysis system reflects the structure’s dynamic performance well.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
References
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Parameters | Values (kN·m−1) | Parameters | Values (kg) | Parameters | Values (kN·s·m−1) |
---|---|---|---|---|---|
Suspension stiffness Ks1, Ks2 | 300.0 | M1 | 2276.5 | Suspension damping Ds1, Ds2 | 10.0 |
Suspension stiffness Ks3–Ks6 | 500.0 | M2 | 45,246.0 | Suspension damping Ds3–Ds10 | 53.0 |
Suspension stiffness Ks7–Ks10 | 1250.0 | m1 | 700.0 | Suspension damping Dt1–Dt10 | 3.0 |
Tire stiffness Kt1, Kt2 | 1500 | m3, m5 | 1000.0 | ||
Tire stiffness Kt3–Kt10 | 3000.0 | m7, m9 | 800.0 |
Materials | Elasticity Modulus (MPa) | Unit Weight (kN·m−3) | Poisson’s Ratio | Compression Strength (MPa) | Tensile Strength (MPa) | Coefficient of Linear Expansion |
---|---|---|---|---|---|---|
C50 | 34,500 | 25.0 | 0.167 | 32.4 | 2.65 | 0.000010 |
C40 | 32,500 | 25.0 | 0.167 | 26.8 | 2.40 | 0.000010 |
Materials | Elasticity Modulus (MPa) | Unit Weight (kN·m−3) | Poisson’s Ratio | Yield Strength (MPa) | Coefficient of Linear Expansion |
---|---|---|---|---|---|
Q345D | 205,000 | 7850 | 0.3 | 315 | 0.000012 |
Prestressed strand | 195,000 | 7850 | 0.3 | 1860 | 0.000012 |
Parallel wire | 205,000 | 7850 | 0.3 | 1670 | 0.000012 |
Subsystem Type | Effect Factor | Parameter Range |
---|---|---|
Vehicle | Speed (km/h) | 20, 30, 40, 50 |
Weight (kN) | 300, 400, 500, 600 | |
Bridge | Road surface condition | A, C, E |
Subsystem Type | Effect Factor | Parameter Range | Stress (MPa) | Deflection (mm) | Impact Coefficient |
---|---|---|---|---|---|
Vehicle | Vehicle speed (km/h) | 20 | 0.96 | −1.80 | 0.11 |
30 | 1.06 | −1.94 | 0.20 | ||
40 | 1.10 | −2.03 | 0.25 | ||
50 | 1.12 | −2.05 | 0.26 | ||
Vehicle weight (kN) | 300 | 0.74 | −1.42 | 0.28 | |
400 | 1.06 | −1.94 | 0.20 | ||
500 | 1.37 | −2.33 | 0.14 | ||
600 | 1.65 | −2.63 | 0.08 | ||
Bridge | Road surface condition | A | 0.98 | −1.82 | 0.12 |
C | 1.06 | −1.94 | 0.20 | ||
E | 1.07 | −1.96 | 0.21 |
Vehicle Speed (km/h) | Non-Corrosion | Corrosion | Error Percentage (%) |
---|---|---|---|
20 | 4.99 | 4.12 | 17.6 |
30 | 4.99 | 4.11 | 17.6 |
40 | 4.98 | 4.10 | 17.6 |
50 | 4.98 | 4.10 | 17.7 |
Vehicle Weight (kN) | Non-Corrosion | Corrosion | Error Percentage (%) |
300 | 5.36 | 4.55 | 15.1 |
400 | 4.99 | 4.11 | 17.6 |
500 | 4.68 | 3.73 | 20.2 |
600 | 4.43 | 3.39 | 23.5 |
Road Surface Condition | Non-Corrosion | Corrosion | Error Percentage (%) |
A | 4.96 | 4.08 | 17.8 |
C | 4.89 | 3.99 | 18.4 |
E | 4.76 | 3.84 | 19.4 |
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Hu, W.; Zhou, B.; Zheng, X. Fatigue Evaluation of CFST Arch Bridge Based on Vehicle–Bridge Coupling Vibration Analysis. Buildings 2024, 14, 1787. https://doi.org/10.3390/buildings14061787
Hu W, Zhou B, Zheng X. Fatigue Evaluation of CFST Arch Bridge Based on Vehicle–Bridge Coupling Vibration Analysis. Buildings. 2024; 14(6):1787. https://doi.org/10.3390/buildings14061787
Chicago/Turabian StyleHu, Wenliang, Bin Zhou, and Xiaobo Zheng. 2024. "Fatigue Evaluation of CFST Arch Bridge Based on Vehicle–Bridge Coupling Vibration Analysis" Buildings 14, no. 6: 1787. https://doi.org/10.3390/buildings14061787