Theoretical models of determining tolerable differential settlement at end of bridge

ZHANG Hong-liang; HU Zhang-shun; LU Wen-jiang

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ZHANG Hong-liang, HU Zhang-shun, LU Wen-jiang. Theoretical models of determining tolerable differential settlement at end of bridge[J]. Journal of Traffic and Transportation Engineering, 2005, 5(1): 19-23.

Citation:

ZHANG Hong-liang, HU Zhang-shun, LU Wen-jiang. Theoretical models of determining tolerable differential settlement at end of bridge[J]. Journal of Traffic and Transportation Engineering, 2005, 5(1): 19-23.

Citation:

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Theoretical models of determining tolerable differential settlement at end of bridge

1.
Key Laboratory for Special Area Highway Engineering of Ministry of Education, Chang'an University, Xi'an 710064, China
2.
Highway Bureau of Shaanxi Province, Xi'an 710068, China

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Author Bio:
ZHANG Hong-liang(1974-), male, PhD, 86-29-82335826, zhliang0105@yahoo
Received Date: 2004-09-21
Publish Date: 2005-02-25

Abstract

Abstract

In order to determine the tolerable differential settlement between bridge abutment and approach embankment, taking into account the comfort and safety of riders, the paper put forward the riders' vibration frequency and maximum transient vibration value of acceleration as controlling indices, built-broken lines models and step models for bridge approaches with and without approach slabs respectively, suggested the tolerable differential movement of embankment/structure interface and the tolerable differential slope of approach slab as the tolerable differential settlements, selected three freedom degrees system and five freedom degrees system as the models for the roughness testing vehicle with only one wheel and the vehicle with two axles respectively, and emphasized that the inertia moment of vehicle body in five freedom degrees system couldn't be ignored. The allowable differential slope of approach slab [Δi] is (0.4%) to 0.5%. When the tolerable maximum transient vibration value was 1.0 m/s², [Δi] is 0.42%. The result indicates that the models are reasonable.
- road engineering,
- bump at end of bridge,
- maximum transient vibration value,
- tolerable differential settlement,
- theoretical model,
- vehicle model

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References(9)

References

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