Impact Resistance Performance and Damage Characteristics of Mortise-and-Tenon Joint Prefabricated Bridge Piers
Abstract
:1. Introduction
2. Mortise-and-Tenon Interlocking Connection Structure
3. Finite Element Model
3.1. Pier Model
3.2. Vehicle Model
3.3. Verification of Finite Element Model
3.4. Vehicle Impact Analysis
Energy Analysis
4. Result Analysis
4.1. Analysis of Damage Characteristics
4.2. Analysis of the Impact of Different Mortise-and-Tenon Joint Depths
4.3. Analysis of the Impact of Overlapping Reinforcement
4.4. Analysis of the Impact of Grouting Material
5. Conclusions
- 1.
- The plastic damage level of prefabricated piers is similar to that of monolithic piers. However, due to differences in structural forms, their failure modes differ. When impact speeds were low, monolithic piers primarily experienced bending failure of the pier column. As impact speeds increased, the failure mode transitioned to oblique shear failure that propagated from the impact surface to the pier base. Prefabricated piers, on the other hand, have joints, resulting in weaker integrity compared to cast-in-place piers. Their failure mode manifested as the opening of joints at the base of the impact surface and localized concrete crushing at the back impact surface. As the duration of impact increased, the damage area gradually expanded from the column foot to the column mid-line. Upon impact, the vehicle’s kinetic energy rapidly converted into strain energy and crack propagation energy in the pier, displaying significant nonlinear characteristics. Monolithic piers exhibited severe damage at the contact surface and cross-sectional transition areas, while prefabricated piers showed notable damage at the contact surfaces and joints.
- 2.
- Compared to monolithic piers, the peak impact force of prefabricated piers was not significantly different. However, their displacement response gradually decreased, indicating that the mortise-and-tenon joint provided a considerable horizontal restraint for the pier column. The lateral force generated by the impact induces immense shear stress within the pier. Internal stirrups effectively resisted this shear force, preventing the pier from disintegrating due to shear failure. Although the UHPC-lapped reinforcement connection provides prefabricated piers with strong lateral resistance, the insufficient integrity at the joints and the weaker shared load-bearing capacity of the reinforcement compared to monolithic piers resulted in excessive stress on local stirrups. Nevertheless, due to insufficient integrity at the joint and weaker shared load-bearing capacity of steel reinforcement compared to monolithic piers, local stirrups may experience excessive stress.
- 3.
- The mortise-and-tenon joint depth is a crucial factor affecting the crashworthiness of prefabricated piers. An insufficient insertion depth affected the connection between the pier column and the pile cap, leading to excessive local stress concentrations in the dowel, grouting material, and pile cap recess, resulting in severe damage. As the insertion depth increased, the displacement response and energy dissipation capacity showed an increasing trend, while damage near the joint was significantly reduced. However, a large insertion depth may cause the pier column to exhibit characteristics similar to an elastic foundation beam, reducing the impact force response.
- 4.
- Compared to the diameter of the overlapping reinforcement, the length of the overlapping segment had a more significant impact on the crashworthiness of piers. When the length of the overlapping segment was too short, it significantly increased the failure probability of the overlapping connection between the embedded reinforcement in the pier column and the pile cap, deepening the damage to the pier column and pile cap. Within the range of 5d to 12.5d for the length of the overlapping segment, the peak impact force of the pier column positively correlated with the length of the overlapping segment. Simultaneously, it reduced damage to the grouting material and pile cap, indicating that a reasonable length of the overlapping segment effectively protected the connection at the joint.
- 5.
- The diameter of the overlapping reinforcement and the elastic modulus of the grouting material had a significant impact on the stiffness of the recess and grouting material. Increasing the diameter and elastic modulus enhanced the restraint effect of the pier base on the tenon joint, resulting in increased deformation of the pier body. Bending deformation acted as a buffer against the impact force, thus reducing the peak impact force. Appropriately increasing the diameter of the overlapping reinforcement controlled excessive local damage in the recess, while changing the elastic modulus had minimal impact on improving pier damage.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
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Length/m | Width/m | Height/m |
---|---|---|
9.0 | 2.5 | 3.5 |
ABAQUS Material Model | Material Parameters | Value | |
---|---|---|---|
C40/UHPC | Density/kg·m−3 | 2400 | 2600 |
Elastic Modulus/MPa | 30,000 | 45,000 | |
Poisson’s Ratio | 0.2 | 0.2 | |
Compressive Strength/MPa | 45.56 | 113.17 | |
HRB400/HPB300 | Density/kg·m−3 | 7800 | 7800 |
Elastic Modulus/MPa | 210,000 | 210,000 | |
Poisson’s Ratio | 0.3 | 0.3 | |
Yield Strength/MPa | 439.1 | 382.4 | |
Ultimate Strength/MPa | 603.9 | 523.3 |
Number | Types of Bridge Pier | Vehicle Speed/(km/h) | Maximum Horizontal Displacement/mm | Maximum Impact Force/MN | /MPa | ||
---|---|---|---|---|---|---|---|
1 | Monolithic | 60 | 6.79 | 8.85 | 213.59 | 0.97 | 0.98 |
2 | Prefabricated | 60 | 7.00 | 8.91 | 138.85 | 0.97 | 0.98 |
3 | Monolithic | 80 | 13.27 | 11.73 | 227.71 | 0.98 | 0.98 |
4 | Prefabricated | 80 | 12.64 | 14.08 | 197.05 | 0.97 | 0.99 |
5 | Monolithic | 100 | 156.87 | 34.09 | 537.72 | 0.99 | 0.99 |
6 | Prefabricated | 100 | 111.62 | 32.70 | 515.51 | 0.99 | 0.99 |
Socket Depth | 60 km/h | 80 km/h | 100 km/h | ||||||
---|---|---|---|---|---|---|---|---|---|
Peak Impact Force /MN | Maximum Displacement /mm | Energy Consumption /kJ | Peak Impact Force /MN | Maximum Displacement /mm | Energy Consumption /kJ | Peak Impact Force/MN | Maximum Displacement /mm | Energy Consumption /kJ | |
0.2D | 8.67 | 6.62 | 177.88 | 12.47 | 10.98 | 222.67 | 24.07 | 100.52 | 391.50 |
0.3D | 8.89 | 7.12 | 142.03 | 12.60 | 10.77 | 204.20 | 24.77 | 104.56 | 401.35 |
0.4D | 8.91 | 7.00 | 142.26 | 14.08 | 12.64 | 210.86 | 32.70 | 111.63 | 412.82 |
0.5D | 8.87 | 6.83 | 142.87 | 13.95 | 12.72 | 218.44 | 26.87 | 114.85 | 441.07 |
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Li, S.; Mi, J.; Qi, X.; Jin, Y.; Guo, Y. Impact Resistance Performance and Damage Characteristics of Mortise-and-Tenon Joint Prefabricated Bridge Piers. Buildings 2024, 14, 2666. https://doi.org/10.3390/buildings14092666
Li S, Mi J, Qi X, Jin Y, Guo Y. Impact Resistance Performance and Damage Characteristics of Mortise-and-Tenon Joint Prefabricated Bridge Piers. Buildings. 2024; 14(9):2666. https://doi.org/10.3390/buildings14092666
Chicago/Turabian StyleLi, Shukun, Jiahe Mi, Xingjun Qi, Yudong Jin, and Yupeng Guo. 2024. "Impact Resistance Performance and Damage Characteristics of Mortise-and-Tenon Joint Prefabricated Bridge Piers" Buildings 14, no. 9: 2666. https://doi.org/10.3390/buildings14092666