“…In Figure 10, the transverse strain range evolutions in load case 10 at the locations of the SEL strain gauges (Figure 1(a)) under steel-plate bottom are plotted in comparison with the experimental data, with the chosen recovery ratios for tensile strength and reloading stiffness of 70%. As reported by Ma et al, (2021), in Stage 1, owing to continuous deterioration of the interfacial bond stiffness before the 700,000th cycle, the strain range of the steel deck plate gradually decreases with an increase of the number of cycles. Subsequently, a delamination area formed at the UHPFRC/steel interface and expands along the transverse direction, leading to considerable variations in the transverse strain range levels of the steel deck plate from 700,000th to 1,100,000th cycles.…”
Section: Resultsmentioning
confidence: 59%
“…Figure 6.Interfacial degradation model in the fatigue analysis. (a) Bond stiffness degradation model at steel/UHPFRC interface (Ma et al, 2021). (b) Interfacial bond layer at the end of fatigue test (Makino et al, 2021).…”
Section: Interfacial Fatigue Degradation Between Steel Plate and Uhpfrcmentioning
confidence: 99%
“…Subsequently, the delamination area at the interface was considered for the FEM model from the 700,000th cycle when the interfacial bond stiffness under wheel load region was zero (Ma et al, 2021). Figure 6(b) shows the bonding layer at the UHPFRC/steel interface at the end of the experiment.…”
Section: Interfacial Fatigue Degradation Between Steel Plate and Uhpfrcmentioning
confidence: 99%
“…The size of each load location was 2 × 217.5 × 250 mm 2 , with a central gap of 115 mm, i.e., the distance between two tires. The 100-kN wheel-load was distributed over the whole area of load location, in which non-uniform distributions along the longitudinal and transverse directions of contact patch of rubber tire were based on the loading model presented by Ma et al, (2021), which has been reported to provide a better prediction of structural responses in steel deck plate than the standard uniformly-distributed load model. To simulate the interface between UHPFRC and steel plate in FEM model, the UHPFRC bottom layer and the steel-plate top surface are designated as deformable bodies of the contact analysis in MSC/Marc.…”
Section: Finite Element Modeling Of the Composite Bridge Deckmentioning
confidence: 99%
“…Following such modifications, the overall stiffness of OSDs has been observed to increase, leading to remarkable reductions in fatigue stress levels in the steel members of the OSDs. Thus, the fatigue durability of OSDs can be improved with the application of UHPFRC overlayers (Dieng et al, 2013; Deng et al, 2021; Deng et al, 2022; Ma et al, 2021; Makino et al, 2021; Mi, 2020). It has been reported that, with such a thin thickness 25-mm of UHPFRC overlayer, the maximum magnitudes of displacement and stress level obtained in steel deck plate were notably reduced by over 37% and 88%, respectively (Makino et al, 2021).…”
In this study, an orthotropic steel bridge deck overlaid with ultra-high-performance fiber-reinforced concrete (UHPFRC) is investigated using the finite element analysis. The composite bridge deck which is undergone moving-wheel load is examined under environmental surface water conditions. Two phases, i.e., Phases 1 and 2, are considered for the material model of the UHPFRC with stagnant water. In Phase 1, mechanical recoveries of the tensile strength and reloading stiffness are considered for the cracked UHPFRC caused by the autogenous self-healing behavior. In Phase 2, under the moving-wheel load, the crack bridging stress degradation in reinforced overlayer accelerates due to the closing–opening actions of surface cracks in water. In both phases, the deformation behaviors of the steel deck plate and UHPFRC overlayer are numerically examined. The results of the current numerical model agree with the experimental data in terms of the strain tendency, wherein the strain range of the steel deck plate and UHPFRC overlayer decreases in Phase 1 and progressively increases in Phase 2. Therefore, it can be asserted that, under the surface water condition, scenarios considering two phases of the material model of cracked UHPFRC, have governed the strain behaviors of the tested composite bridge deck.
“…In Figure 10, the transverse strain range evolutions in load case 10 at the locations of the SEL strain gauges (Figure 1(a)) under steel-plate bottom are plotted in comparison with the experimental data, with the chosen recovery ratios for tensile strength and reloading stiffness of 70%. As reported by Ma et al, (2021), in Stage 1, owing to continuous deterioration of the interfacial bond stiffness before the 700,000th cycle, the strain range of the steel deck plate gradually decreases with an increase of the number of cycles. Subsequently, a delamination area formed at the UHPFRC/steel interface and expands along the transverse direction, leading to considerable variations in the transverse strain range levels of the steel deck plate from 700,000th to 1,100,000th cycles.…”
Section: Resultsmentioning
confidence: 59%
“…Figure 6.Interfacial degradation model in the fatigue analysis. (a) Bond stiffness degradation model at steel/UHPFRC interface (Ma et al, 2021). (b) Interfacial bond layer at the end of fatigue test (Makino et al, 2021).…”
Section: Interfacial Fatigue Degradation Between Steel Plate and Uhpfrcmentioning
confidence: 99%
“…Subsequently, the delamination area at the interface was considered for the FEM model from the 700,000th cycle when the interfacial bond stiffness under wheel load region was zero (Ma et al, 2021). Figure 6(b) shows the bonding layer at the UHPFRC/steel interface at the end of the experiment.…”
Section: Interfacial Fatigue Degradation Between Steel Plate and Uhpfrcmentioning
confidence: 99%
“…The size of each load location was 2 × 217.5 × 250 mm 2 , with a central gap of 115 mm, i.e., the distance between two tires. The 100-kN wheel-load was distributed over the whole area of load location, in which non-uniform distributions along the longitudinal and transverse directions of contact patch of rubber tire were based on the loading model presented by Ma et al, (2021), which has been reported to provide a better prediction of structural responses in steel deck plate than the standard uniformly-distributed load model. To simulate the interface between UHPFRC and steel plate in FEM model, the UHPFRC bottom layer and the steel-plate top surface are designated as deformable bodies of the contact analysis in MSC/Marc.…”
Section: Finite Element Modeling Of the Composite Bridge Deckmentioning
confidence: 99%
“…Following such modifications, the overall stiffness of OSDs has been observed to increase, leading to remarkable reductions in fatigue stress levels in the steel members of the OSDs. Thus, the fatigue durability of OSDs can be improved with the application of UHPFRC overlayers (Dieng et al, 2013; Deng et al, 2021; Deng et al, 2022; Ma et al, 2021; Makino et al, 2021; Mi, 2020). It has been reported that, with such a thin thickness 25-mm of UHPFRC overlayer, the maximum magnitudes of displacement and stress level obtained in steel deck plate were notably reduced by over 37% and 88%, respectively (Makino et al, 2021).…”
In this study, an orthotropic steel bridge deck overlaid with ultra-high-performance fiber-reinforced concrete (UHPFRC) is investigated using the finite element analysis. The composite bridge deck which is undergone moving-wheel load is examined under environmental surface water conditions. Two phases, i.e., Phases 1 and 2, are considered for the material model of the UHPFRC with stagnant water. In Phase 1, mechanical recoveries of the tensile strength and reloading stiffness are considered for the cracked UHPFRC caused by the autogenous self-healing behavior. In Phase 2, under the moving-wheel load, the crack bridging stress degradation in reinforced overlayer accelerates due to the closing–opening actions of surface cracks in water. In both phases, the deformation behaviors of the steel deck plate and UHPFRC overlayer are numerically examined. The results of the current numerical model agree with the experimental data in terms of the strain tendency, wherein the strain range of the steel deck plate and UHPFRC overlayer decreases in Phase 1 and progressively increases in Phase 2. Therefore, it can be asserted that, under the surface water condition, scenarios considering two phases of the material model of cracked UHPFRC, have governed the strain behaviors of the tested composite bridge deck.
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