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Df31729732

  1. 1. Cassio Eduardo Lima de Paiva, Leandro Cardoso Trentin / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 3, Issue 1, January -February 2013, pp.729-732 A Finite Element Method For Bridge Approach Cassio Eduardo Lima de Paiva*, Leandro Cardoso Trentin**Geotechnical and Transportation Department, Civil Engineering Faculty, University of Campinas (UNICAMP), BrazilABSTRACT The Finite Element Method (FEM) was The safety and comfort that a highway shouldused in many fields of engineering with the provide the user are related to a range of factorsadvanced of computers programs, and in lasts involving the users and road characteristics. Ofyears have begun to evaluate pavements these, the functional condition of the pavement andstructures. In the transition at different speed of operation were significant. Functionalstructures of pavement, the behavior of the condition of the pavement, especially in the bridgematerials has resulted in the differential approach, in most cases does not provide safety andsettlement response when they are loaded. comfort, where the driver meets with an unexpected A three-dimensional finite element situation.model was developed in Ansys Program and The bridge approach problem promotes aperformed statics analyses to evaluate the reduction in safety for road users, especially at fasterresponses of interface among the bridge speeds, where the effect of the bump at the end ofabutment and flexible pavement for dual wheel. the bridge should be imperceptible to the driver, notWas simulated a pavement behaviour in this exposing a risk of loss control or damage to thestudy and results for different structures in 3D vehicle. Another problem is the maintenance costsFEM were compared with a linear elastic model to minimize the problem at the bridge approach andin ELSYM5 program. especially premature degradation of pavement. Different structures of pavement varying The restoration of this place needs partialthe mechanical properties of the base in each interruption of traffic, which results in a discomfortcase, were developed to review a pavement to the users of the road. They are usually performedresponse to static load in the transitions of in the pavement layers to fill the settlement in anflexible pavements. This difference in material of effort to level the greide at the bridge approach,base causes the problem of a differential which isn´t one simple intervention.settlement in the most cases. In the formation of the problem in the This paper tries to develop a research of approach have as other factors, the erosion of theresponse at bridge approach without slab embankment or soil settlement of the foundation fortransition in flexible pavement to one static load. either, other solutions to minimize these effects areIn this case a dual wheel, in a comparison was used in the construction, as the slab transition.conducted from a variation in the compaction The presence of a slab transition at the bridgenear the structure of bridge. approach has the effect of avoiding the differential settlement that occurs by accommodation of theKeywords - Flexible pavement, Finite Element embankment [1], but the slab is designed to keepingMethod (FEM), Ansys program application the planicity of the road, distributing the settlement of the landfill along its length as shown in Fig. 1.I. INTRODUCTION At the bridges approaches are usual toverify a differential settlement between the structureof bridge and the abutment, especially due to thegreat displacement of the pavement structurecompare to the bridge foundation, causing the effectof "the bump at the end of the bridge". Although of the all worries in the executionof the landfill in the abutment on the bridgeapproach, the structure of the pavement isimplemented over the landfill, which in most cases, Figure 1. Differential settlement at the bridgehave an inadequate compaction in the layers, approach [2]because the compaction equipment avoids cause adamage in the structure near of the bridge, therefore, II. REVIEW OF LITERATUREthere is a differential settlement on the bridge In a review of the literature on the topic,approach. verify that the differential settlement between the bridge and the pavement structure is almost 729 | P a g e
  2. 2. Cassio Eduardo Lima de Paiva, Leandro Cardoso Trentin / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 3, Issue 1, January -February 2013, pp.729-732inevitable, once has a small settlement of theabutment design. Moreover, the pavement isdesigned to distribute stresses over the subgrade inplace, usually about granular material which has adeformation greater than that meet in the bridge.The studies of Long et al [3] demonstrate that thedifferential settlement or discomfort for the user bythe bump of the end of the bridge occur at differentlocations in the bridge approximation, primarily bythe type of geometry of the encounter and the causeof settlement. For the study sites in Illinois, USA,demonstrated settlement in bridges with or without Figure 2. Problems leading to the existence of atransition slab at the abridge approach. Bump [4]The discomfort caused by the bump of vehicles in The settlement of the natural subgrade isthe end of the bridge, is noted by the user of the road eventually a common issue in the bridges structure,when settlements have slopes greater than or equal hat usually occur after the beginning of loading toto 50 mm However, the studies of Long et al [3] the landifll and requests from traffic, but in somepresent a better parameter that expresses this soil types may occur along time. Therefore, andiscomfort to the user, which is measured by the analysis of differential settlement of thechange of slope on the approach slab, that is embankment and bridges foundation along the time,measured by the differential settlement divided by which will give subsidies for the identification ofthe total length. the solution to be used in this problem. Therefore, in the falte of criteria for About the material of the landfill must beacceptance of values for the settelemnt, Long et al taken care with the available materials near the[3] suggests values near of 1/125 for change of construction, because they may not have aslope, measures for improvement should be satisfactory performance. The proper compaction ofevaluated to minimize the effect of the bump and material is another important factor to reduce thediscomfort to the user. According this definition of effect of the bump. Also, one may use lightermeasure of bridge approach, Briaud et al [4] materials in the landfill in order to preventsuggests changes of slop near of 1/200 for settlement in the subgrade. The bridges foundationsacceptance of bridges, which are guaranteed safety are usually profound and have little natural subgradeand comfort. settlement, what must be a greater importance in the In technical notes the SETRA [2] are implementation of the bridge embankment.discussed consideration in the decision to use or not In studies by Seo [7] involving the slabthe slab of transition, that is related to the initial transition, was observed that the frequency ofcosts and future maintenance to repair of the loading on the slab transition is proportional to thesettlements. growth of the bump and short transition slabs result The manual of bridge design from Brazil in higher displacement of the slab.[5], all bridges must have a transition slab with a As Puppala studies [8], the factors causingthickness not less than 250 mm and a length of four the effect of the bump are a consolidation ofmeters, connected to the structure or abutment, foundation soil in the landfill, by the poorthrough concrete joints, and over a compacted soil compaction and consolidation of fill material,in the entire length. associated a inefficient drainage and soil erosion. In the handbook of inspection of bridge [6], The implementation of an appropriate drainagethere has been the concern with this difference in system in the bridge approximation, maintains awaystiffness between the embankment and bridge from water that can penetrate the soil of thestructure, even improved with the use of slab embankment, causing voids with loss of materialtransition, eventually fail and causing a impact of and the consequent settlement.vehicles at the end of the bridge. Some factors are involved in the III. VALIDATION OF THE FINITE ELEMENToccurrence of the effect of bump on the approach MODELthat can be summarized in Fig. 2. [4] A static analysis was performed to evaluate the model developed in Ansys Program, comparing with the results in ELSYM5 program, either using a linear elastic model. The program Elsym5 [9] is based on a model of perfectly elastic layers in three dimensions, where the structure can be required by one or more loads distributed on circular surfaces and constant pressure. In the response of the 730 | P a g e
  3. 3. Cassio Eduardo Lima de Paiva, Leandro Cardoso Trentin / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 3, Issue 1, January -February 2013, pp.729-732 structure have results of stress, strain and Table 2. Material Characteristics of the numerical displacement at defined points. model A flexible pavement can be represented by Concret layers of materials, composing the structure. In this Subgrad e Base Bridge method of elastic material is assumed one behavior e Asphalt homogeneous and elastic deformation to each layer, Elastic from the modulus of elasticity (E) and Poissons Modulus 2,400 300 100 30,000 ratio (μ). [10] E [MPa] Thickness of 5 cm and 10 cm were Poisson’s 0.45 0.35 0.35 0.25 performed to asphalt layer. To the base was used Ratio ν thickness of 15 cm, 20cm, 25cm and 30 cm in this Thickness validation. The material characteristics of the 100 300 - - [mm] asphalt concrete, base and subgrade are shown in table 1 and a high uniform pressure of 0.56 MPa Numerical models were performed using applied in the circular area of 10.79 cm, spaced 34 the Ansys Program, a three dimensional finite cm from each other, at the condition of dual wheel. element method with a 20-node elements. In this Table 1. Material Characteristics of Pavement analyse was used a axisymmetric finite element with Structure 2.000 mm to horizontal in axis Y and vertical Concrete direction. At direction Y was used 4.000mm to Base Subgrade Asphalt perform a bridge approach, as showed in Figure 4.Elastic Modulus 2,400 150 70E [MPa]Poisson’s Ratio base 0.45 0.35 0.35 Concreteν Asphalt 150 / 200 /Thickness [mm] 50 / 100 - 250 / 300 The numerical models were performed using the Ansys Program, a three dimensional finite element method with a 20-node elements. In this analise was used a axisymmetric finite element with 1,500 mm to horizontal and vertical directions. The subgrade comparison of the numerical results for linear elastic model obtained for different layers thicknesses are bridge shown in Fig. 3 to vertical displacement. Figure 4. Numerical model of bridge approach in Ansys program Near the bridge abutment were analysed three examples of compactations with variation in elastic modulus to demonstrate a poor, normal and good compaction, as showed below. Table 3. Variation in Elastic Modulus near the bridge Compaction Elastic Modulus E [MPa] I – Poor 150 II – Normal 300 Figure 3. Comparison of displacement in the III – Good 450 pavement structure Therefore, analyses were developed to a IV. FINITE ELEMENT ANALYSES static load of a dual wheel with 8.2 kgf along the For a better understanding of the settlement approximation and the bridge, as presented in the in embankments near the bridge approach, a following Fig. 5. construction of a numerical model for each case study were constructed, in the table were presented the properties of the materials in structure. 731 | P a g e
  4. 4. Cassio Eduardo Lima de Paiva, Leandro Cardoso Trentin / International Journal of Engineering Research and Applications (IJERA) ISSN: 2248-9622 www.ijera.com Vol. 3, Issue 1, January -February 2013, pp.729-732 this fault still occurs frequently in new constructions. REFERENCES [1] Hoppe, E.J Guidelines for the Use, Design, and Construction of Bridge Approach Slabs, Transportation Research Council, VTRC00-R4, Virginia, USA, 1999. [2] SETRA, Dalles de Transition des Ponts Routes – Technique et Réalisation,Figure 5. Numerical results of displacement in Ministere de L´Urbanisme du Logement etAnsys Program des Transporte, France, 1984. [3] Long, J.H., Olson, S.M., Stark, T.D. In the figure 6 are presented the numerical Differential Movement atresults for each of the cases studied, which were Embankment/Bridge Structure Interface incalculated vertical displacements along the bridge Illinois, Transportation Research Recordapproach. Can be noted a differential deformation No 1633, Transportation Research Boardbetween the bridge and embankment, especially in of the National Academies, D.C., USA,the bridge approach even a good compaction 1998.demonstrated in case III. [4] Briaud, J.L., James, R.W., Hoffman, S.B. Settlement of Bridge Approaches (the bump at the end of the bridge), NCHRP synthesis Bridge 234, Transportation Research Board, Bridge approach Washington, USA, 1997. [5] DNER. Manual de Projeto de Obras-de- Arte Especiais, Departamento Nacional de Estradas de Rodagem, Diretoria de Desenvolvimento Tecnológico, Divisão de Capacitação Tecnológica, Rio de Janeiro, Brazil, 1996. [6] DNIT. Manual de Inspeção de PontesFigure 6. Numerical results from the bridge Rodoviárias, Departamento Nacional deapproach mode Infra-Estrutura de Transportes, Diretoria Planejamento e Pesquisa, Instituto deV. CONCLUSIONS AND RECOMMENDATIONS Pesquisas Rodoviárias, Rio de Janeiro, The approximation of the bridge has in Brazil, 2004.most cases, the formation of a differential settlement [7] Seo, J., Ha, H. S., Briaud, J.L. Investigationbetween the structure and the pavement, caused by of Settlement at Bridge Approach Slabthe greater deformation of the embankment that may Expansion Joint: Numerical Simulationbe due to several factors, such as erosion, loss of and Model Tests, Rep. No. FHWA/TX-material and disruption of the subgrade soil natural, 03/4147-2, Texas Transportation Institute,among others. Texas, USA, 2002. Therefore, the main cause of differential [8] Puppala, A.J., Saride, S., Archeewa, E.,settlement, causing the effect of the bump in the end Hoyos, L.R. Recommendations for Design,of the bridge is the deformation of the material of Construction and Maintenance of Bridgelandfill, which because of lack of technological Approach Slabs: Synthesis Report, Thecontrol, adequate procedures or choice of soil, it University of Texas at Arlington, Texas,forms settlement in the bridge approach USA, 2008. It can be verified the validation of the three [9] FHWA “ELSYM 5 – User´s manual fordimensional finite element method using Ansys with IBM-PC and compatible microcomputer”,the program Elsyn5, where the model presents Report No. FHWA-TS-87-206, Federalsimilar results to the same condition. In the analysis Highway Administration, Washington,of the bridge approach, it was observed that always USA, 1986, 32p.happen a differential settlement between the landfill [10] AASHTO “Mechanistic-empiricaland the bridge, even enhancing compaction near the pavement design guide of new &abutment. rehabilitated pavement structures”,There are proposed recommendations in the last 20 NCHRP 1-37A, Transportation researchyears in different countries to reduce the occurrence board, Washington, USA, 2004.of landfill settlements near the bridge, but in Brazil 732 | P a g e

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