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www.elsevier.com/locate/compstruct
a,*
Department of Architectural Engineering, Sejong University, 98 Kunja Dong, Kwangjin Ku, Seoul 143-747, Republic of Korea
b
Structural Engineering Department, Korea Institute of Construction Technology, 2311 Daewha Dong, Ilsan Ku, Goyang,
Gyeonggi-Do 411-712, Republic of Korea
c
Department of Structural Engineering, University of California San Diego, 9500 Gilman Drive, La Jolla, CA 92093, USA
Available online 5 June 2006
Abstract
A composite bridge deck system assembled from a modular prole with double-rectangular cells has been developed for light-weight
vehicles. This paper presents the experimental characterization of the exural performance of pultruded GFRP decks under static loading. Several tests were carried on single module and adhesively bonded modules. The specimen details such as dimensions, material properties and ber architecture are given. Numerical verication is performed by using the general purpose nite element package ABAQUS.
Experimental set-up, instrumentation, testing procedure, failure modes and the results of these experiments have been discussed in detail.
2006 Elsevier Ltd. All rights reserved.
Keywords: Glass ber-reinforced plastics; Pultrusion; Bridge deck; Finite element analysis
1. Introduction
During the past decades, ber reinforced plastics (FRP)
composites have been increasingly used in civil engineering
structures. This is because these materials oer signicant
advantages over conventional materials due to their chemical and corrosion resistance, and high strength-to-weight
and stiness-to-weight ratios. Among many applications
of FRP in civil infrastructures, bridge decks have received
a great deal of attention. The FRP decks commercially
available at the present time can be classied into two
types: sandwich construction and adhesively bonded pultruded shapes. Sandwich structures have been widely used
for applications in the aerospace, marine, and automotive
industries, where stiness and strength requirements must
be met with minimum weight. On the other hand, adhesively bonded pultruded shapes can be economically pro-
Corresponding author. Tel.: +82 2 3408 3287; fax: +82 2 3408 3331.
E-mail address: jhlee@sejong.ac.kr (J. Lee).
0263-8223/$ - see front matter 2006 Elsevier Ltd. All rights reserved.
doi:10.1016/j.compstruct.2006.04.076
142
210mm170mm
Front wheel
Rear wheel
13.24kN
1500 mm
(i) Design car load: two axles with loads 13.24 kN and
8.83 kN. The spacing between the axles is 2.7 m as
shown in Fig. 1.
(ii) Design lane load: a uniformly distributed load of
9.3 kN/m applied over a 3.0 m wide strip.
It is known that the design car load is dominant for deck
design while the design lane load is dominant for stringer
design.
2.2. Strength criteria
Emphasis is placed upon three modes of failure: rst ply
failure, buckling, and adhesive failure at the interface
between the modules. First ply failure is predicted using
Tsai-Wu failure criterion [12], and it is assumed that this
represents the total failure of the structure. Linearized
buckling analysis is used to determine whether local and
global instabilities exist prior to reaching the ultimate
strength of the structure. The design relies on bonding at
the interface between the modules to transfer shear through
the bridge, avoiding the use of mechanical fasteners.
2.3. Deck system
The rectangular dual-cell prole is formed through a
pultrusion process with E-glass ber embedded in a polyester resin. The prole is then assembled by bonding with a
structural polyurethane adhesive (PLIOGRIP 8000/6660
system from Ashland Chemical). As shown in Fig. 2, the
bridge deck that is simply supported consists of a deck of
9 m in width and is supported by steel stringers spaced at
2.5 m.
2.4. Fiber architecture
8.83kN
2700 mm
A typical pultruded section mainly includes the following three types of layer: (1) chopped strand mats (CSM),
which is made of short bers randomly oriented resulting
in nearly isotropic in-plane properties, (2) multi-axial
stitched fabrics and (3) single-end rovings or bulky rovings.
Steel stringer
H - 800 300 14 26 mm
Direction of traffic
Unit module (299.5 mm 110 mm)
Bridge deck
Adhesive bonded interface
143
Table 1
Layer construction
Fabric
Series
Orientation
Series
Orientation
Uniaxial
L series
0
T series
90
LT series
0
DB series
+45
45
90
Triaxial
Quadriaxial
DBL series
DBLT series
0
DBT series
+45
+45
90
45
45
0
+45
90
45
www.iparamaxc.de.
wf =qf
;
wf =qf wm =qm
Vm 1Vf
G12
Vm
Gm
1
VGff
;
E2
1
Vf
Ef
VEmm
;
m12 mf V f mm V m
where E1, E2 are Youngs moduli along the ber and perpendicular to ber direction; G12 is the Shear moduli in
12 plane; m12 is the Poissons ratio.
144
7.5
10
Top flange
Web
110
Bottom flange
59
y
5.5
120
59.5
60
60
(unit : mm)
299.5
CSM 300g
DBT 1350 or LT
Roving #8800
DBT 1350 or LT
CSM 300g
Roving #8800
DBT 800 or LT
DBT 1350 or LT
CSM 300g
Roving #8800
DBT 1350 or LT
CSM 300g
(t=0.279 mm)
(t=1.257 mm)
(t=1.392 mm)
(t=1.257 mm)
(t=0.279 mm)
(t=0.768 mm)
(t=0.279 mm)
(t=1.257 mm)
(t=0.279 mm)
(t=1.696 mm)
(t=1.257 mm)
(t=0.279 mm)
CSM 300g
DBT 1350 or LT
Roving #8800
CSM 300g
DBT 1350 or LT
Roving #8800
DBT 1350 or LT
CSM 300g
( t=0.279 mm)
(t=1.257 m m)
( t=1.955 m m)
( t=0.279 mm)
(t=1.257 m m)
( t=1.420 m m)
(t=1.257 m m)
( t=0.279 mm)
3. Numerical analysis
Table 2
Properties of the constituent materials
Materials
E (GPa)
G (GPa)
q (g/cm3)
E-glass ber
Polyester resin
72.5
3.38
27.6
1.38
0.22
0.38
2.54
1.24
Table 3
Lamina properties
E1 (GPa)
E2 (GPa)
G12 (GPa)
m12
32.599
5.663
2.306
0.312
Table 4
Properties of constituent materials
Fabric type
Components
Xt
(MPa)
Yt
(MPa)
Xc
(MPa)
Yc
(MPa)
S
(MPa)
DBT
Top ange
Web
310
269
150
129
336
372
106
121
155
135
LT
Top ange
Web
300
351
140
119
322
383
137
156
150
175
The overall objective of the structural test is to determine the characteristics of unit or two module specimens
for four-point bending tests and of the bridge deck under
vehicle loads. The rst set of specimen is a unit module
with a length of 2.5 m. This unit module of the proposed
145
110
299.5
540.5
1262
(unit : mm)
146
Actuator
Spreader beam
Loading pad
Specimen
LVDT 2
LVDT 1
600
625
250
250
2500
(unit : mm)
Fig. 6. Schematic of the four-point bending test for unit and double module assembly.
Fig. 7. Four-point bending test set-up for: (a) unit module, and (b) double module assembly.
100
Table 5
Failure load for unit module
Load (kN)
80
60
Test number
ABAQUS
Test #1
Test #2
Test #3
67.7
81.8
75.9
94.2
40
TEST#1(LVDT1)
TEST#2(LVDT1)
20
TEST#3(LVDT1)
ABAQUS
20
40
60
80
100
120
Deflection (mm)
ABAQUS are 172 and 159 kN for DBT and LT, respectively. It is found that the compressive failure of the top
ange at loading point and the shear failure of the web
occur at the same time, and no bonding failure occurs.
That is, the bonding strength of the adhesive connection
is high enough to carry the ultimate load (see Fig. 11).
200
LT
Load (kN)
160
120
DBT
80
TEST (LT)
TEST (DBT)
40
ABAQUS (LT)
ABAQUS (DBT)
20
40
60
80
100
Deflection (mm)
Fig. 10. Loaddeection curve from four-point bending test for two
module.
Table 6
Failure load for double module assembly
Fabric type
DBT
LT
ABAQUS
152
164
172
159
147
Fig. 11. Failure mode of double module assembly: (a) compressive failure of the top ange, (b) shear failure of the web.
148
Actuator
Spreader beam
Loading pad
Specimen
LVDT 2
LVDT 1
625
170
170
1500
250
150
2350
250
(unit : mm)
Fig. 12. Schematic of the design load test for deck specimen.
Fig. 13. Design load test set-up for deck specimen: (a) isometric view, (b) end view.
30
Design load (26.5kN)
25
Load (kN)
20
Deflection limit
(5.9mm)
15
10
DBT
LT
0
0
Deflection (mm)
Fig. 14. Loaddeection curve from design load test for deck.
149
Actuator
Spreader beam
Loading pad
Specimen
LVDT 2
LVDT 1
625
1500
170
170
250 150
2350
(unit : mm)
250
Fig. 15. Schematic of the ultimate load test for deck specimen.
Top flange
231
TS 5
Load patch (170 210 mm)
TS 1
400
TS 2
200
Boundary axis
250
850
TS 4
200
TS 3
231
400
625
475
150 250
3000
231
Bottom flange
LVDT 3
BS 4
400
BS 3
Boundary axis
250
625
BS 2
BS 1
LVDT 1
LVDT 2
200
BS 5
200
BS 6
231
625
625
625
250
3000
(unit : mm)
Fig. 16. LVDT and strain gages of deck designed DBT series.
150
250
Load (kN)
200
Fabric type
ABAQUS
DBT
LT
No failure
187.8
204
192
LT
DBT
150
100
TEST (LT)
S 187:8=26:5 7:09
TEST (DBT)
50
ABAQUS (DBT)
10
20
30
5. Concluding remarks
40
50
Deflection (mm)
Fig. 17. Loaddeection curve from ultimate load test for deck.
300
250
200
Load (kN)
ABAQUS (LT)
TS 1
TS 2
150
TS 3
TS 4
100
TS 5
BS 1
BS 2
BS 3
50
BS 4
BS 5
0
-2000
-1000
1000
2000
3000
4000
5000
Microstrain
Fig. 18. Loadstrain curve from ultimate load test for representative deck
specimen designed DBT series.
ber breakage, matrix cracking, delamination, or a combination of these failures. It is found that the safety margin S
of the LT deck can be calculated by
A composite bridge deck system assembled from a modular prole with double-rectangular cell has been developed for light-weight vehicles. Flexural testing has been
performed for cellular decks consisting of multiple GFRP
box beams. A numerical analysis by the nite element program ABAQUS has also been performed for verication. It
is found that the proposed GFRP deck meets the deection
limit as well as strength limit, and is suitable for the bridge
decks under light-weight vehicles.
From the experimental work and numerical verication
of the present approach, the following remarks can be
made:
The behavior of all the specimens is almost linearly elastic and shows brittle fracture in bending. Experimental
results for unit module and double module assemblies
indicate that the specimens with LT fabrics are stier
than DBT fabrics.
For the design load test of the deck specimens, the
deection limit of the design specication is suciently
satised. The failure load of the LT deck is found to
be 187.8 kN, which is almost seven times higher than
the design wheel load (26.5 kN). The DBT deck exhibits
higher stiness and strength than LT specimen.
More experimental work such as dynamic loading and
fatigue on the FRP decks awaits further attention.
Fig. 19. Failure mode of deck designed by LT fabric series: (a) exterior local failure of the top ange, (b) interior local failure of the top ange and web.
Acknowledgment
The support of the research reported here by Korea Research Foundation through Grant KRF-2004-041-D00760
is gratefully acknowledged.
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151