外文文獻(xiàn)翻譯---高屏溪斜拉橋現(xiàn)場(chǎng)靜載試驗(yàn)（英文）

1、Field Static Load Test on Kao-Ping-Hsi Cable-Stayed BridgeI-Kuang Fang1; Chun-Ray Chen2; and I-Shang Chang3Abstract: Field load testing is an effective method for understanding the behavior and fundamental characteristic

2、s of a cable-stayed bridge. This paper presents the results of field static load tests on the Kao-Ping-Hsi cable-stayed bridge, the longest cable-stayed bridge in Taiwan, before it was open to traffic. A total of 40 load

3、ing cases, including the unit and distributed bending and torsion loading effects, were conducted to investigate the bridge behavior. The atmospheric temperature effect on the variations of the main girder deflections wa

4、s also monitored. The results of static load testing include the main girder deflections, the flexural strains of the prestressed concrete girder, and the variations of the cable forces. A three-dimensional finite-elemen

5、t model was developed. The results show that the bridge under the planned load test conditions has linear superposition characteristics and the analytical model shows a very good agreement with the bridge responses. Furt

6、her discussion of deflection and cable forces of the design specifications for a cable-stayed bridge is also presented.DOI: 10.1061/(ASCE)1084-0702(2004)9:6(531)CE Database subject headings: Bridges, cable-stayed; Finite

7、 element method; Static loads; Load tests; Monitoring; Taiwan.IntroductionModern cable-stayed bridges, aesthetically appealing and techni- cally innovative, have become increasingly popular world wide in the past decades

8、 (Troitsky 1977; Gimsing 1999). Because of im- provements in analysis tools and construction technology, the span length of cable-stayed bridges has become much longer. With increasing span length, the behavior of cable-

9、stayed bridges becomes more complex, and the fundamental characteristics such as stiffness, variations of cable forces, and stability of cable- stayed bridges become more important for evaluating the safety of these brid

10、ges. In general, field load testing is an effective method to investigate the fundamental behavior and to establish the essential data of a cable-stayed bridge. In addition, for long- span cable-stayed bridges, establish

11、ing a finite-element model correlated reasonably with the results of field load tests is impor- tant for future maintenance work. During the past decade, some results of field load tests and analytical models have been r

12、e- ported for large cable-stayed bridges. Hulsey and Delaney (1993) presented static load test results and comparisons with a two- dimensional finite-element model for the Captain William Moore Creek cable-stayed bridge.

13、 Chang et al. (2001) and Zhang et al. (2001) presented the ambient vibration test and three-dimensional (3D) finite-element model for the Kap Shui Mun cable-stayedbridge in Hong Kong. Cunha et al. (2001) described ambien

14、t and free vibration test results, showing good correlation with the 3D finite-element model, for the Vasco da Gama Bridge. Worsak et al. (1992) summarized the modeling of the components of a finite-element model, i.e.,

15、the pylon, deck, joints, and cables, for cable-stayed bridges. Changes in the stayed-cable forces can result in significant variations of the internal forces in both the pylon and the deck. Casas (1994) showed that a 10%

16、 change in cable forces would cause almost 100% variations of moment in the pylon and about 300% variations of moment in the deck. Both during the construc- tion stage of a cable-stayed bridge and after it is opened to t

17、raffic, it is important to accurately assess the forces carried by the stayed cables. To date, there are many methods to evaluate the cable forces for cable-stayed bridges, such as measurement of the force in the tension

18、ing jack, application of a load cell at the anchorage device, measurement of elongation of the cables during tension- ing and installation of strain gauges in the strands, etc. Some researchers have presented different m

19、ethodologies in measuring the forces of the stayed cables based on the vibration method (Shinke et al. 1980; Casas 1994; Shimada 1994; Zui et al. 1996). Of these, the ambient vibration method based on the vibrating chord

20、 theory is a relatively simple and appropriate technique to assess the forces in the stayed cables (Casas 1994). The effective length and natural frequencies of the stayed cables are the most important factors related to

21、 the accuracy of the prediction of cable forces. This paper presents the configuration and results of field static load tests on the Kao-Ping-Hsi cable-stayed bridge in Taiwan. The responses of the load test include defl

22、ections of the deck, longitudinal strains of the prestressed concrete (PC) girder, and variation of the cable forces. The effective length and natural frequencies of the stayed cables are investigated. The measured defle

23、ction and cable forces related to the design specifications of the cable-stayed bridge are also discussed. A three dimensional finite-element model was established using the SAP2000-Plus program and correlated with the r

24、esults of static load tests for future research.1Professor, Dept. of Civil Engineering, National Cheng Kung Univ., Tainan 701, Taiwan, R. O. C. E-mail: fanglou@mail.ncku.edu.tw 2Doctoral Candidate, Dept. of Civil Enginee

25、ring, National Cheng Kung Univ., Tainan 701, Taiwan, R. O. C. 3Formerly, Graduate Student, Dept. of Civil Engineering, National Cheng Kung Univ., Tainan 701, Taiwan, R. O. C. Note. Discussion open until April 1, 2005. Se

26、parate discussions must be submitted for individual papers. To extend the closing date by one month, a written request must be filed with the ASCE Managing Editor. The manuscript for this paper was submitted for review a

27、nd possible publication on March 7, 2003; approved on August 26, 2003. This paper is part of the Journal of Bridge Engineering, Vol. 9, No. 6, November 1, 2004. ©ASCE, ISSN 1084-0702/2004/6-531–540/$18.00.JOURNAL OF

28、 BRIDGE ENGINEERING © ASCE / NOVEMBER/DECEMBER 2004 / 531J. Bridge Eng. 2004.9:531-540.Downloaded from ascelibrary.org by University of Melbourne on 03/10/15. Copyright ASCE. For personal use only; all rights reserv

29、ed.mental database of the bridge before it was opened to traffic to facilitate the future maintenance and management work. During the field static load tests, a four-axle dump truck with approximately 320 kN average weig

30、ht was selected to simulate the American Association of State Highway and Transportation Officials (AASHTO) HS20-44 live load. Considering the diffi- culty of obtaining the same type of dump truck in a rural area, only 2

31、4 trucks were employed during the first two-day static load tests. Fig. 3 shows the average axle loads and axle spacing of the dump trucks. The static load tests include the unit load and dis- tributed load tests. The un

32、it load test was conducted using six dump trucks, having a total load of about 1,920 kN, which is equivalent to approximately 75 and 150% of the service bending and torsional truck load of the AASHTO specification, and w

33、as used to develop the structural influence line for the major bridge components. There were eight bending and eight torsional static unit load tests, and the configurations of static unit load tests are shown in Fig. 4.

34、 In each of the static distributed load tests, 12, 18, and 24 dump trucks were used, with total loads of 3,840, 5,760,and 7,680 kN, which are equivalent to approximately 30–110% of the service bending and torsional lane

35、load of the AASHTO speci- fications. There were six distributed torsional and eight distrib- uted bending load tests. The configurations of static distributed load tests are also shown in Fig. 4, and the whole static loa

36、d test items are listed in Table 1. In order to reduce disturbances on the measurements of various sensors due to truck movements, once the dump trucks arrived at the planned positions of the bridge, the portable ambient

37、 vibration monitoring system (SPC 51), connect- ing to eight accelerometers installed along the south edge of ex- terior barrier of whole bridge, was used to detect whether the main girder was in the least noisy state. F

38、ollowing that, the data acquisition systems began to collect data. In addition, in order to avoid the atmospheric temperature effect on the results during the load test, the dump trucks were driven off the bridge every t

39、wo hours so that a new initial state for the following test results could be established.Instrumentations and Data Acquisition SystemThe side span of the Kao-Ping-Hsi cable-stayed bridge consists of 15 prestressed concre

40、te (PC) girder segments with an average length of 12 m for each segment. In order to study the PC girder responses under various load conditions, 13 segments were cho- sen to install two concrete strain gauges and two st

41、eel strain gauges at the top and bottom flanges of the interior web ( BnCn, n is the number of segment), as shown in Fig. 5. Measurements from the monitoring instruments installed on the deck were manually recorded durin

42、g the construction stage. After the bridge was completed, all instruments for static mea- surements were connected to a data acquisition system to facili- tate data collection during the field load test. Deformation of t

43、he main girder was monitored using 20 reflected lenses installed at every fifth point and midspan of the exterior barriers of bothFig. 3. Dump truck used in testsFig. 4. Scheme of load test items: (a) unit torsional load

44、 test (LC 4-7); (b) unit torsional load test (LC 4-3); (c) unit bending load test (LC 4-10); (d) unit bending load test (LC 4-14); (e) distributed torsional load test (LC 1-6); (f) distributed torsional load test (LC 1-3

45、); (g) concentrated bending load test (LC 1-18); (h) distributed bending load test (LC 1-9); and (i) distributed bending load test (LC 1-12)JOURNAL OF BRIDGE ENGINEERING © ASCE / NOVEMBER/DECEMBER 2004 / 533J. Bridg