Volume 22 Issue 5
Oct.  2022
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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2022  >  22(5): 85-103
LIU Yong-jian, MA Zhi-yuan, LIU Jiang, ZHU Wei-qing, WANG Xu, LI Ming-hui. Temperature action and zoning of concrete jointless bridge in Shaanxi[J]. Journal of Traffic and Transportation Engineering, 2022, 22(5): 85-103. doi: 10.19818/j.cnki.1671-1637.2022.05.004
Citation: LIU Yong-jian, MA Zhi-yuan, LIU Jiang, ZHU Wei-qing, WANG Xu, LI Ming-hui. Temperature action and zoning of concrete jointless bridge in Shaanxi[J]. Journal of Traffic and Transportation Engineering, 2022, 22(5): 85-103. doi: 10.19818/j.cnki.1671-1637.2022.05.004
shu

Temperature action and zoning of concrete jointless bridge in Shaanxi

doi: 10.19818/j.cnki.1671-1637.2022.05.004
  • 1.

    School of Highway, Chang'an University, Xi'an 710064, Shaanxi, China

  • 2.

    Xi'an Highway Research Institute Co., Ltd., Xi'an 710075, Shaanxi, China

Funds:

National Natural Science Foundation of China 52108111

National Natural Science Foundation of China 51978061

Key Research and Development Program of Qinghai Province 2021-SF-166

Fundamental Research Funds for the Central Universities 300102212102

More Information
  • Author Bio:

    LIU Yongjian (1966–), male, born in Yushan, Jiangxi Province, Professor at Chang'an University, PhD. He is engaged in research on bridge engineering. E-mail: liuyongjian@chd.edu.cn

    LIU Jiang (1991–), male, born in Xi'an, Shaanxi Province, Lecture at Chang'an University, PhD. E-mail: liu-jiang@chd.edu.cn

  • Received Date: 2022-03-10
  • Publish Date: 2022-10-25
    Abstract
  • In order to study the regional difference of temperature action of concrete jointless bridge, a long-term temperature field test was carried out for an integral jointless bridge. The accuracy of temperature field FEM (finite element model) was verified based on the recorded data. The meteorological data from 1993 to 2015 were collected from 46 national meteorological stations in Shaanxi Province and surrounding provinces, the missing solar radiation data were supplemented, and the daily data of meteorological stations were decomposed into hourly data for temperature field analysis. The long-term temperature field was simulated with the meteorological data for 23 years, and the representative values of effective temperature and temperature gradient with a 50-year return period were further calculated by the generalized Pareto model based on the New Zealand canonical temperature gradient model. The isoline map of temperature action was drawn by the spatial interpolation method and further simplified as a zoning map of temperature action. The temperature action mode was modified by considering different beam heights and pavement thicknesses, and an application case of zoning map was given to calculate the total span limit of the whole jointless bridge in each zoning of Shaanxi Province. Research results show that the effective temperature zoning map in Shaanxi Province coincides well with the General Specification for Design of Highway Bridges and Culverts (JTG D60—2015), while the values in Guanzhong and parts of Southern Shaanxi are more unfavorable than the specification. However, the top temperature differences of temperature gradient in most areas of Northern Shaanxi and Southern Shaanxi exceed the specification value of 14 ℃. There is no corresponding isothermal section recommended in the New Zealand standard temperature gradient model when the beam height is less than 1.4 m. The modified temperature gradient model can reasonably reveal the temperature distribution patterns with different beam heights. The thickness of asphalt pavement only has a great influence on the top temperature difference, and the difference can be corrected by the linear interpolation under different thicknesses. The longitudinal deformation of main girder of integral jointless bridge increases linearly with the length of the bridge, and its calculation can be simplified by introducing the longitudinal expansion reduction coefficient based on the free expansion deformation. The bridge length can be controlled by the bending failure of the abutment under heating and the low-cycle fatigue failure of the pile under cooling, and calculated according to the actual closing temperature. In the proposed three temperature zones, the maximum theoretical bridge length at the optimal closure temperature is 290, 240 and 220 m, respectively.

     

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